Updated 10/09/2004: The International Civil Aviation Organization (ICAO) held a three day language symposium in Montreal from September 1-3. The purpose of the meeting was to provide information on the new ICAO language requirements that are set to be implemented worldwide on March 5, 2008.
The symposium was predominately a chance for national aviation regulators, like Transport Canada and the FAA, to get some answers about what the new ICAO language rules mean and how to implement them in each country. Many aviation associations were also present to make sure that this new set of rules will not have an adverse impact on their various sectors.
COPA staff member Adam Hunt represented Canadian personal aviation. International general aviation was represented by IAOPA’s ICAO representative and COPA Director Frank Hofmann.
The three days were spent in briefings from ICAO staff and contractors. Most of the presenters were linguists and aviation language experts who tried to impress on the audience the importance of the new ICAO standards and the need for professional language testing to comply. Much history was covered along with explanations of what the new standards mean.
Under the Chicago Convention national aviation regulators, including Transport Canada are required to implement the ICAO standards.
It was made very clear that by the deadline date, less than four years away, Transport Canada will have to ensure that all pilots, radio operators and air traffic controllers are evaluated for their ability to speak and understand the language used for aeronautical communication, which is English or French in Quebec and the National Capital Region and English in the rest of Canada. Those people who are evaluated at being at less than a defined “expert” Level 6 in the language will have to be formally tested. Anyone whose formal evaluation shows that they are speaking and listening at a level five or four will have to be re-tested regularly. Anyone who is tested below a level four will not be able to hold an aviation licence until they test at a level four or higher.
While the symposium featured many linguists, language testers and language training institutes, no one presented a program that could be implemented by any national regulator. It was made clear that each country will have to develop their own means of evaluating, formally testing and perhaps training people in the language required with help from the quickly developing language testing industry that is springing up to take advantage of the work that they perceive is being created by this ICAO standard. There is much to be done before the March 5, 2008 date.
At Transport Canada the person responsible for implementing this new ICAO standard is Manzur Huq, Director, General Aviation. He has committed that TC will form a working group with industry representatives, starting in October to examine the ICAO standard and make recommendations as to how this can be implemented in Canada. TC procedures also require that a complete Q850 Risk Assessment Process is completed on issues such as this, prior to regulations being presented to CARAC.
Huq also stated that “costs to pilots will be kept to a minimum”.
COPA will be part of this working group to ensure that the voices of the majority of pilots in Canada are heard on this critical issue.
COPA understands that while there may be some past international airline accidents that were caused by language problems, there is no history of language problems causing accidents in non-airline flying in Canada.
While COPA supports ICAO’s intention that it is important that everyone using the radio be proficient in the use of the appropriate language used for aeronautical communication, it is completely unacceptable to COPA that our members be required to pay for language assessments to comply with this ICAO rule. If TC decides that language assessment is needed for pilots in Canada to comply with this rule then “minimum cost” to pilots is not acceptable. TC must find a way to comply with this ICAO rule at no cost to pilots.
Well boy-ohs.. Looks like several jobs will be opening up in ATC and in the airlines...
and those that don't get fired/quit.. Will be opening up their pocket books, again.. (You still want a new plastic license?)
Anyone who is tested below a level four will not be able to hold an aviation licence until they test at a level four or higher.
Glad I speak the language, but one has to wonder what exactly is considered a level four. Grade four mabey? Better brush up on the old English skills. NO MORE TYPO's ALOWED!
Just Furious wrote:Big Oaf: MAYBE you should practice what you preach...
Let us join together today and here the words of wisdom which our brother "Just Furious" has to tell us today......Let us clap our hands and raiser our voices up.....for from this day forth.......brother "Just Furious" will fill us with gladness!
It should come as no suprise, bureaucrats can only justify their existance by passing more rules and pumping out more paper.
In over fifty years of flying I have never been in a situation where language or the lack of understanding thereof caused any signifigant safety issue.
Like the interpertation of CAR's this will give them another underhanded tool to interpet as they wish.
Level four my ass.
Cat
---------- ADS -----------
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
You mean this??????
I put it there for humor.
Notice how the second line follows the first.
Theres a good thread on the forum now, "looks like a pilot, Talks like a pilot."
Have you seen it?
I agree with it totaly.
I do not see English 101 written anywhere on the forum.
Well f**K!
Its not the first and definatly not the last spelling mistake I'll make.
I also said here instead of hear, raiser instead of raise......
the list goes on.
I love how you used my nick....it is so suiting.
