Effectieve/ eenduidige communicatie in de luchtvaart is van levensbelang. Zie de volgende sprekende voorbeelden.
Effective communication is an important process in everyday life. People must be able to communicate effectively with each other on both a personal as well as business level. Breakdowns in the communication processes can lead to misunderstandings, or worse, a major disaster.
Nowhere else is the communication process more important than in the cockpit of an aircraft. As history has repeatedly shown, a breakdown in the communication process often leads to less than desirable events that can be illustrated as follows:
∑†In 1977, at Tenerife in the
∑†In 1980, another Spanish air traffic controller at Tenerife gave a holding pattern clearance to a Dan Air flight by saying "turn to the left" when he should have said "turns to the left" - resulting in the aircraft making a single left turn rather than making circles using left turns. The jet hit a mountain killing 146 people.
∑†In 1990, Colombian Avianca pilots in a holding pattern over
∑†In 1993, Chinese pilots flying a U.S.-made MD-80 were attempting to land in northwest
∑†In 1995, an American Airlines jet crashed into a mountain in
∑†On November 13, 1996, a Saudi Arabian airliner and a
not have been sufficiently fluent in English and was consequently unable to understand an Indian controller giving instructions in English.
†(Aviation Today: Special Reports and a Flightsafety magazine from a major European airline)
- In 2009 an Aircraft enroute from Amsterdam to Kuwait, while flying southbound on airway UP975 inbound fix ILMAP in Bagdad airspace, the flight was cleared by ATC "Callsign, descend to FL250
† by†ILMAP". The flightcrew started their descent shortly abefore ILMAP. A few miles past ILMAP, ATC informed the crew that they were descending through†FL390 while they were supposed to be at
††FL250. The The flightcrew read back the received clearance†"descent FL250 by ILMAP" and stated that they were at that moment descending to FL250. The ATC controller informed the crew taht
† the clearance meant that they should have crossed ILMAP at FL250. The crew questioned this interpretation while in the meantime descending to FL250 at a maximum rat of descent using full
† speedbrakes. There was no conflicting traffic and there†was no†effect on the flight. The reporter stated that, in hindsight, the crearance was not according to ICAO standard†RT phraseology and
† was not clear, suggesting starting descent at ILMAP and that the ATC clearance should have been "Descent FL250 and cross ILMAP at FL250" or†"descent FL250 to reach FL250 at ILMAP".†