曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
• Call signs can contain the same alphanumeric characters
in a different order (AC1234 and CA 2314)
• Four-digit call signs, used primarily by air taxi operators
at busy U.S. hub airports, are often similar-sounding and
easily misunderstood.
Call Signs—From ATC’s Perspective
Air traffic controllers often report to ASRS that increased
distraction and workload result when similar, or identical,
call signs are on frequency.
n I was working the Local Control 1 position with air
carrier X, an E170 in position and hold on Runway 18R,
when air carrier X, with the same call sign, an E170,
checked in on an 8-mile final for Runway 18R. This is the
second time in a week that I have seen air carrier X have
duplicate call signs overlap on different flight plans. The
coordination and keyboard entries required to take care
of this situation are definitely not needed during a busy
departure push….
Call Signs—From the Pilot’s Perspective
An international B757 pilot reported errors caused by very
similar international flight call signs, complicated by a
language barrier problem.
n …We climbed to FL330 with [foreign] controllers with
strong accents. At cruise FL330, I started the inflight
accuracy and IRS ranking paperwork prior to crossing
the North Atlantic when ATC said, ‘Air carrier X, climb
FL340 direct ABCDE.’ I answered the ATC clearance and
the First Officer challenged me saying it was not for us. I
said I’ll check again and he inserted it into the FMC and
began a slow climb. I called ATC 4 more times to confirm
the clearance before they finally answered and they said,
‘No, maintain FL330, that was for air carrier X.’ By now,
we were FL335 and we descended back to FL330 with
no aircraft or TCAS alerts in our area….Our air carrier
changed all our international flight numbers to numbers
that are all very similar. This should have never been
allowed and we should return to our original discrete
numbering system….
354
take Taxiway Y4. The controller advised to expedite and
instructed us we were to take Taxiway Y5, not Taxiway Y4.
We were unable to reach runway centerline in time and the
next landing traffic was advised to go around by Tower.
By taking the reverse high speed (Taxiway Y4), we created
a separation problem for the controller. Had I maintained
a higher speed on the rollout and expedited off Taxiway Y5,
the next landing traffic could have landed…In the future,
I will always expedite through the high speed taxiway and
not anticipate getting a taxi clearance on the reverse high
speed. In the past we have been given clearance for the
reverse high speed without conflict. This, however, is not the
normal procedure….
The Language Factor
The International Civil Aviation Organization (ICAO) has
established English language proficiency requirements
for all pilots operating on international routes, and all air
traffic controllers who communicate with foreign pilots.
These standards require pilots and air traffic controllers
to be able to communicate proficiently using both ICAO
phraseology plain English. In spite of this, some U.S.-
based flight crews have difficulty communicating with
controllers in foreign locations.
“The Captain Brought the
Flight Attendant Into the Cockpit”
A First Officer’s report explains why a Flight Attendant
was summoned to the cockpit during a final approach into a
South American airport.
n After being handed off to the Final Approach Controller,
neither the Captain nor I could understand the instructions
of the controller, even after repeated requests to repeat
the instructions. For example, the controller would say
something, which we thought was possibly a heading of
150 but could have been a flight level. The Captain asked
the controller, ‘Understand turn to 150 heading?’ and still,
we could not understand the answer to the question. In all
my years of flying all over the world, Africa, Turkey, all
over the Middle East, that was the worst English-speaking
controller I’ve ever heard. Not only was his English nonexistent,
he held the mike too close to his mouth, further
disrupting his transmission. Finally, the Captain brought
the #1 Flight Attendant into the cockpit because she was
Spanish-speaking and maybe that would help. The weather
was IMC at the time, and not so comfortable considering
the language barrier. Eventually, we got it straightened out,
and landed uneventfully.
“The Fueler Didn’t Understand”
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
CALL BACK 3(66)
