Learning to fly is challenging enough, especially as you make your way to the airlines, I can’t imagine how difficult it would be when English is not your native language. As an American pilot, I appreciate everyone who works through learning English to this level and follows their dreams. Respect!
Its looks daunting at first sight. However, your instructor is responsible to teach how to use proper aviation phraseology. Eventually you will get the hang of it and be able to communicate effectively with controllers. I have additional information if you are interested.
@@MrJorvilla84 can u tell us about more because for me they speak fast and its a little bit hard to understand. specially in the cockpit. i am watching a video of Atc and pilot interacting in real flight and the audio is not clear but the pilot still understands it ..
Guys its a test so if they say you can ask "say again" once, you better use that in the test. It´s much worse if you fail and the controller says "try again ANAC 123".
"Be aware that regular repetition will suggest that your Comprehension is slower and this may affect your Comprehension score.", "Section 2": www.maycoll.co.uk/aviation-english/test_of_english_for_aviation.htm
AQUI ESTÁ TUDO QUE FOI DITO NO VÍDEO DIGITEI PARA AJUDAR A ESTUDAR MELHOR O AUDIO BONS ESTUDOS Please put the headset on let's check the volume. This is a sound check, please inform the examiner if you can listen to this recording loud and clear The volume is OK! Ok, so, part 2, Interacting as a pilot In this part, you have to interact with the Air traffic Control In five different situations You may ask the controller to say again once. After listening to the controller, you should interact as a pilot All information is important. You may take notes if you wish. You are the pilot of a twin - engined aircraft You callsing is ANAC 123. Are the instruction clear? Yes, they are. Ok! Let's start, situation number 1. You are on short final to land at Miami Airport. You are going to listen to Miami Control and read back all information. ANAC 123, CLEARED TO LAND ON RUNWAY 29 LEFT, WIND 280 DEGREES ONE FOUR KNOTS QNH 1014. Say again for ANAC 123. ANAC 123, CLEARED TO LAND ON RUNWAY 29 LEFT, WIND 280 DEGREES ONE FOUR KNOTS QNH 1014. Cleared to land on Runway 29 left, wind 280 degrees, 14 knots, QNH 1014, ANAC 123. NOw imagine that there is a truck crossing the runway. Inform the controller of theis problem and your interaction to start a go around. Then, interact appropriately. Miami towe there is a truck crossing runway 29 left. We are starting a go around, ANAC 123. ANAC 123, I UNDERSTOOD THAT YOU HAVE STARTED A MISSED APPROACH DUE TO AN UNSTABILISED APPROACH Say again for ANAC 123. ANAC 123, I UNDERSTOOD THAT YOU HAVE STARTED A MISSED APPROACH DUE TO AN UNSTABILISED APPROACH Negative. we started a missed approach due to a truck crossing the runway 29 left, ANAC 123 What did the controller say? The controller understood that I started the missed approach due to an unstabilised approach. Thank you, now situation number 2. You are flying from New York to Miami You are going to listen to the control and red back all information. ANAC 123, MAINTAIN FLIGHT LEVEL 390, AND WHEN READY TO DESCET CALL MIAMI APPROACH ON 129,50. Say again from ANAC 123. ANAC 123, MAINTAIN FLIGHT LEVEL 390, AND WHEN READY TO DESCET CALL MIAMI APPROACH ON 129,50. Maintain flight level 390, when ready to descend will call Miami Approach on 129,50, ANAC 123. Now imagine that you had a decompression. Inform the controller of this problem and that you are descending to flight level 100, then interact appropriately. Mayday Mayday Mayday, ANAC 123, we had a sudden decompression descending to flight level 100. ANAC 123 I UNDERSTOOD THAT YOU HAD A COMPRESSOR STALL AND YOU ARE DESCENDING TO FLIGHT LEVEL 100. Negative, we had a sudden decompression and are descending to flight level 100, ANAC 123. What did the controller say? The controller understood that I had a compressor stall and if I was aware that I started descent to flight level 100. Ok, thank you! Now situation number 3. You are flying Dubai to New York, you are going to listen to New York Centre and read back all information. ANAC 123 MAINTAIN FLIGHT LEVEL 410, CONTACT NEW YORK CENTRE ON 133,50. Ahh, say again for ANAC 123. ANAC 123 MAINTAIN FLIGHT LEVEL 410, CONTACT NEW YORK CENTRE ON 133,50. Maintaning flight level 410 and will contact New York Centre on 133,50. Now imagine that a flight attendant informed you that she found a suspicious package in the rear troilet. Informe the controller about this problem and your interntion to divert to the nearst airport. Then interact appropriately. New York Centre, ANAC 123 We have found a suspicious package in the rear toilet We request to divert to the nearst airport. ANAC 123, I UNDERSTOOD THAT YOU HAVE AN UNRULY PASSENGER ON BOARD. YOU ARE CLEARED TO DIVERT TO CHICAGO O'HARE INTERNATIONAL AIRPORT Say again for ANAC 123. ANAC 123, I UNDERSTOOD THAT YOU HAVE AN UNRULY PASSENGER ON BOARD. YOU ARE CLEARED TO DIVERT TO CHICAGO O'HARE INTERNATIONAL AIRPORT New York Centre, NEGATIVE! I have a suspicious package onboard. CLeared to divert to Chicago O'Hare International Airport, ANAC 123. What did the controller say? The controller understood that i had an unruly passenger onboard and cleared me to divert to Chicago O'Hare International Airport. Ok, Now situation number 4. You are flying from Russia to France. Listen to France centre and read back. ANAC 123, MAINTAIN FLIGHT LEVEL 370 AND CALL MARSELLE CONTROL ON FREQUENCY 126,15. Say again for ANAC 123. ANAC 123, MAINTAIN FLIGHT LEVEL 370 AND CALL MARSELLE CONTROL ON FREQUENCY 126,15. Roger, maintain flight level 370 and will call Marselle control on frequency 126,15 So, now during cruise flight you see the following situation. on your engine panel you decide to land at Charles de Gaule airport and request to descend to flight level 200 Call Marselle control and state your intentions Then, listen to the controller and interact. Marselle control, ANAC 123, we have an engine failure Request to descent to flight level 200 and land at Charles de Gaule airport. ANAC 123, CLEARED DO DESCEND TO FLIGHT LEVEL 200 AND CONFIRM YOU HAVE AN ENFINE FIRE Negative, we had an engine failure descending to flight level 200, ANAC 123. What did the controller say? The controller cleared me to descend to flight level 200 and asked me if I had an engine fire. Thank you. This is the end of situation number 4 Now situation number 5. ok. You have just taken off from Guarulhos Airport. Listen to Guarulhos towe and read back. ANAC 123, CLEARED TO LINE UP AND TALE PFF, RUNWAY 09 LEFT WIND 100/12 KNOTS, ALTIMETER 1020. Say again for ANAC 123. ANAC 123, CLEARED TO LINE UP AND TALE PFF, RUNWAY 09 LEFT WIND 100/12 KNOTS, ALTIMETER 1020. Guarulhos towe, ANAC 123, cleared to line up and take off runway 09 left wind 100/12 knots, altimeter 1020 Now during take off you have the following situation, and you decide to climb to 7.000 feet to check the pressurization system Contact Guarulhos towe and say your intentions. Then, listen to the controller and interact. Guarulhos towe, ANAC 123, we had a tail strike. Request climb and maintain 7.000 feet to check the pressurization system. ANACK 123 CLEARED TO CLIMB AND MAINTAIN 7.000 FEET CONFIRM, YOU HAD A BIRD STRIKE? Guarulhos towe, NEGATIVE. I had a tail strike We will climb and maintain 7.000 feet What did the controller say? The controller cleared to climb and maintain 7.000 feet and then he asked me if I had a bird strike. Thank you. This is the end of part 2 Let's move on to the third part of the test. Ok
Vídeo excepcional, estou estudando sozinho para esta prova e cada dica é muito valiosa, muito obrigado por disponibilizar esse material que ajuda muito...
Hi Andrew. Remember as this is an English proficiency test the more you can demonstrate you understand the more points you will get. That's why it's good to readback wind during the test ;)
Read back is the most important thing that the pilot and the ATC should do to avoid misunderstanding which might lead to a serious incident or accident
Sadly, you are absolutely right. Tests like these bear no resemblance to real-world communication and your shiny new L5 certificate will do nothing for your confidence when encountering any foreign controller during an actual flight!
I found in reality it’s somewhat easier than this simulations: irl you already know or at least expect the frequency changes and atc frequencies or for example active runways...so you have less thing to remember on the spot when atc calls you..
You're not supposed to read back wind check either because it will jam the frequency. What my flight instructor taught me was, "Read back take off clearance, landing clearance and traffic pattern directions."
Its an ICAO english exam not radiotelephony / communcations, its to make sure pilots understand what is being said not that they understand what the mandantory readbacks are thats a different assessment
@@Adam-hf7hn Well if you look through the comments the OP, so an actually training facility has said the same as myself. As much as i understand what ur saying and in the cockpit it matters yes, in this exam and circumstance i think the training facility will know more than one person that passed the exam
If you can "hear" loud and clear - not listen... Also, you don't have to read back the wind but you can say "wind copied" He is doing fine, it's a great course!
Its an ICAO english exam not radiotelephony / communcations, its to make sure pilots understand what is being said not that they understand what the mandantory readbacks are thats a different assessment
I think you need to clarify your blogg as it has caused a lot of resentment in the UK,USA, Australian GA PIilot community, the EUAA and CAA who appear to be in complete confusion over this subject UK PPL holders who passed RT examinations in English have already been approved English language standard to hold a UK and EU level qualification as a private pilot. Captin Joe is correct...those pilots who passed examinations in languages other than English will need to demonstrate proficiency to a level to command an aircraft. The UK exited the EU in 2020 and removed EU regulations from UK law. The UK is bound by the treaty of Fundermental Human Rights which deals with qualifications acheived through examination and recognition thereof as a human right and cannot be reexamined or barriers unreasonably put into existance which errodes in any way that qualification. So to be clear If you have an english examination CAA recognition in RT this cannot be challenged as a qualification acheived through examination. If you have passed the same examination but in a different EU language you may need to demonstrate a minimum standard of English level 6. Any barrier which effects the status of a qulification in the UK in English which has already been passed by the CAA is considered an unreasonable errosion of the qualification held as a human right. This is automatcally struck out of UK law. Should you wish to volunarly take a check ride with a suitably CFI in English or at English common law this is a personel expression and will not effect in anyway the qualification of UK PPL Pilots English Qualification. The CAA has been asked to issue to all pilots in the UK a circular clarifying the CAA interpretation of this law post EU world.
To be honest, its absolutly no shame to call "say again", but in his case i would recommend to write down every instruction given by ATC, since he seems to have problems even with 2 instructions (FL and Freq)in one call.
1) Why ANAC isn't phonetically pronounced as Alfa November Alfa Charlie? 2) Weather information read back is unnecessary, in this case RWY and QNH should be included. 3) Go around maneuver should be declared as: executing missed approach. 4) Read back should be short, it's unnecessary to repeat word by word, like the instruction to contact CENTER/TOWER etc, its recommended to say WILLCO 122.231 (or any other freq.). 5) When you talking to ATC say your call sign, your position (alt included), intentions and only then all other information, like reasoning etc. ATC need to know critical information first. Don't forget that you are talking on radio not on the cellphone anyone can jump in and start talking and override or just disturb your speech.
This is an ICAO test NOT a communications exam / radiotelephony exam to gain a radio license. The test is to ensure pilots are understanding ALL information and dont just learn to repeat numbers after hearing "QNH" as an example, they need to know what they are being told hence are told all info is important and to almost forget mandantory readbacks and just give it all. Also to answer the first question its pronounced ANAC because its a commerical callsign, just like British Airways are Speedbird on Shuttle if domestic not "Sierra Papa Echo Echo" and so on
London buses are using radio to communicate between drivers and service controllers, the radio signal is usually bad but the action is on the ground and always stationary which it’s much easier than an engine on fire at the landing time 😅
As far as I know when doing a Go around you must say "Going around" only, because of the cockpit workload. I would have said Miami tower anac 123 going around due to traffic crossing the runway or just going around
Absolutely right. And the correct word is "initiate", NOT "start"! Sadly, this is all too common when TEFL tourists enter the world of aviation English with no actual flight or controller experience. There are other errors, too, like "line up and take off"! I mean, FFS! Again, it's another example of the wrong people providing training in a sector they know nothing about. And we wonder why communication issues continue to endanger flight safety. And before people ask, yes, I am a pilot as well as an aviation English instructor/Examiner.
Idk if this just for the mock test, but if you keep asking for your command again, it becomes redundant and I get that he is talking fast, but you have to be trained for that. Also if you keep asking to repeat, it will become a huge holding pattern and that ruins the the other planes’ patterns.
currently a cpl student pilot here. Not easy when you are actually in the plane, writing this shit down while flying, monitoring and trying to not break air space in some aerodromes
@@gnsgml11 well, they wont be contacting u every 2 seconds. ANd you will have a second pilot with you who will be checking the aerodromes and stuff like that
Have met pilots with a far from perfect english knowledge and they all have Level 6 😳 others with a very good english knowledge almost struggled to get level 5. Something is wrong
In situation where he had an engine failure shouldn't he have used "PAN PAN" or "MAYDAY MAYDAY' to make the situation urgent and of priority. Do comment if you can clear this doubt
Unless it's a fire, engine seperation or other life-threatening situation, then a Pan Pan is sufficient. Remember, twin engine aircraft are designed to fly on one engine.
Excuse me, is it the English test only? It is much more than a language test. I have been preparing people for TOEFL, IELTS, DUOLINGO type of certificates and a non-native pilot asked me to help him to practice passing ICAO English test, but this thing seems insane.
2:47 Aren't you supposed to briefly reiterate the condition at the end of the readback on conditional instructions, or does that only apply for clearances? I thought he should have thrown in brief "when ready" right before the callsign at the end.
Every hundred in flight level is not called two zero zero or three zero zero! Its flight level twohundred and threehundred! so it dont get someone confused with headings!
Do the pilots have to take this kind of test before they can fly internationally? Once you have watched a lot of Vasa aviation ATC videos, you start to seriously doubt that in some countries they have different mmm... say pass limits. Many people comment that the student says all the time say again. If this is a test and you can use the say again once per ATC command, of course it improves your chances to pass the test. If this is the case, then it is a smart move.
but if you ask for repeat every time, that means you will get max Level 4. (for exlelent is 5 and for native speaker who understand any accent level 6) level 4 is for 4years, level 5 is for 5years and level 6 is for life)
Answer to your question: Yes. Comment about your next observation: Unfortunately there is a lot of...shall we say...inconsistencies in the testing "business".
Interesting that "say again"can be used repeatedly during the exam, to request a full readback.. without negative consequences. Asking for a repeated readback during an actual flight test would result in annoyance to the controller and a possible fail grade by your instructor. Also noted than in one of the situations the pilot had a tailstrike but is asking to accend to 7000 to "test pressurisation" ...in a real life situation a good pilot would return and land asap.
I don’t have good memory, especially when I try to remember STATEMENTS. Do I have to read back exactly all statements? Can I paraphrase what I understand?
Why is the problem said first? I would think that the actual movement is said first. If I’m rapidly descending, the controller should care more about what I’m doing, and worry about why later. Feel free to correct me.
To be fair, the student did use the verb + ing, suggesting the action is in progress. An emergency call must be preceded by the "mayday" so controllers know why you are deviating from your assigned flight level. In real life, if flying solo, and depending on the workload, you'll likely adhere to the mantra "Aviate, Navigate, Communicate". Remember in commercial aircraft you have a pilot flying and a pilot monitoring + doing the radio work.
The examiner not insisting that the examinee use standard phraseology as delineated in the FAA ICAO Pilot-Controllers handbook which is located in the appendix of the FAA Aeronautical Information Manual. The examiner should fail the examinee.
Absolutely! Never commit anything to memory during high stress situations. Also, use symbols instead of words whenever possible. It's much faster and you won't miss any information while writing words unnecessarily.
QNH is a defined code in aviation which means mean sea level pressure and is used by the traffic control to give you the code you should run in your altimeter to see the altitude referred to the mean sea level pressure. Have I been clear?
Technically, the EPT is not a test of operational proficiency. However, as a qualified pilot / trainer/examiner, I would correct a student at the end of the test.
You don't. BUT in a test, if they say readback EVERYTHING, then do exactly that. Proficient speakers could also add something like "....but in the real world, we don't have to readback wind information".
I want to be a pilot. I’m not sure if I can as I have snow vision that is unknown to why it is there and I seem to lack the motivation to try in school.
Sadly, that will prevent you from gaining your pilot license. Sorry to hear about your very rare condition and I hope you find other things to do in your life.
"It’s easy just learning". This is possibly the best response which underlines just how naive a lot you are. Aviation English is just ONE element of the communication skills required in order to fly internationally. A 5 year old child could learn some standard phraseology! What pilots NEED more than anything else, is PLAIN ENGLISH. The ability to advise ground stations of any problems you might have. The ability to understand interragotive clauses and the ability to respond APPROPRIATELY to avoid potential disaster. Honestly, I cannot believe to lack of understanding shown by so many contributors on here. The langauge proficiency training and testing is NOT easy! And you won't become a professional pilot by thinking it is.
"Maintain Level 350" refers to the Flight Level 350. The controller asked the pilot to maintain 35,000 feet and to switch to a frequency of 133.50 to hand over communications to New York tower. Hope this clears things up!
Learning to fly is challenging enough, especially as you make your way to the airlines, I can’t imagine how difficult it would be when English is not your native language. As an American pilot, I appreciate everyone who works through learning English to this level and follows their dreams. Respect!
merci...! learn aviation English for a no-native is hard... I'm French 74 years old, and I have to renew my FCL055 Vfr... 😥
Thank you so much!
TEA test is the easiest part of a ATPL pilot training
👏👏
definitely nope@@ZagoDj
I wish GRU controllers could speak this clear!
Come to china
😂😂😂😂
@@mcdonaldsburntchickennugge8231 And Japan too... perhaps they are using "shogun era english..."
Yes, they can!
kkkkkkkkkk
This is still so clear compare to real conversation.
I wish real conversation is as clear as this test. People seem to sacrifice clarity for speed
I wanna be a pilot and this just makes me nervous
Its looks daunting at first sight. However, your instructor is responsible to teach how to use proper aviation phraseology. Eventually you will get the hang of it and be able to communicate effectively with controllers. I have additional information if you are interested.
@@MrJorvilla84 i am nervous can you tell how you dealt with atc sorry for my bad english
@@MrJorvilla84 can u tell us about more because for me they speak fast and its a little bit hard to understand. specially in the cockpit. i am watching a video of Atc and pilot interacting in real flight and the audio is not clear but the pilot still understands it ..
@@MrJorvilla84 im interested .
@@MrJorvilla84 can i take additional information ahmetgunyap@gmail.com
Guys its a test so if they say you can ask "say again" once, you better use that in the test. It´s much worse if you fail and the controller says "try again ANAC 123".
"Be aware that regular repetition will suggest that your Comprehension is slower and this may affect your Comprehension score.", "Section 2": www.maycoll.co.uk/aviation-english/test_of_english_for_aviation.htm
AQUI ESTÁ TUDO QUE FOI DITO NO VÍDEO
DIGITEI PARA AJUDAR A ESTUDAR MELHOR O AUDIO
BONS ESTUDOS
Please put the headset on let's check the volume.
This is a sound check, please inform the examiner if you can listen to this recording loud and clear
The volume is OK!
Ok, so, part 2, Interacting as a pilot
In this part, you have to interact with the Air traffic Control
In five different situations
You may ask the controller to say again once.
After listening to the controller, you should interact as a pilot
All information is important.
You may take notes if you wish.
You are the pilot of a twin - engined aircraft
You callsing is ANAC 123.
Are the instruction clear?
Yes, they are.
Ok! Let's start, situation number 1.
You are on short final to land at Miami Airport.
You are going to listen to Miami Control and read back all information.
ANAC 123, CLEARED TO LAND ON RUNWAY 29 LEFT, WIND 280 DEGREES ONE FOUR KNOTS
QNH 1014.
Say again for ANAC 123.
ANAC 123, CLEARED TO LAND ON RUNWAY 29 LEFT, WIND 280 DEGREES ONE FOUR KNOTS
QNH 1014.
Cleared to land on Runway 29 left, wind 280 degrees, 14 knots, QNH 1014, ANAC 123.
NOw imagine that there is a truck crossing the runway.
Inform the controller of theis problem and your interaction to start a go around.
Then, interact appropriately.
Miami towe there is a truck crossing runway 29 left.
We are starting a go around, ANAC 123.
ANAC 123, I UNDERSTOOD THAT YOU HAVE STARTED A MISSED APPROACH
DUE TO AN UNSTABILISED APPROACH
Say again for ANAC 123.
ANAC 123, I UNDERSTOOD THAT YOU HAVE STARTED A MISSED APPROACH
DUE TO AN UNSTABILISED APPROACH
Negative. we started a missed approach
due to a truck crossing the runway 29 left, ANAC 123
What did the controller say?
The controller understood that I started the missed approach
due to an unstabilised approach.
Thank you, now situation number 2.
You are flying from New York to Miami
You are going to listen to the control and red back all information.
ANAC 123, MAINTAIN FLIGHT LEVEL 390, AND WHEN READY TO DESCET
CALL MIAMI APPROACH ON 129,50.
Say again from ANAC 123.
ANAC 123, MAINTAIN FLIGHT LEVEL 390, AND WHEN READY TO DESCET
CALL MIAMI APPROACH ON 129,50.
Maintain flight level 390, when ready to descend
will call Miami Approach on 129,50, ANAC 123.
Now imagine that you had a decompression.
Inform the controller of this problem
and that you are descending to flight level 100,
then interact appropriately.
Mayday Mayday Mayday, ANAC 123, we had a sudden decompression
descending to flight level 100.
ANAC 123 I UNDERSTOOD THAT YOU HAD A COMPRESSOR STALL
AND YOU ARE DESCENDING TO FLIGHT LEVEL 100.
Negative, we had a sudden decompression
and are descending to flight level 100, ANAC 123.
What did the controller say?
The controller understood that I had a compressor stall
and if I was aware that I started descent to flight level 100.
Ok, thank you!
Now situation number 3.
You are flying Dubai to New York,
you are going to listen to New York Centre
and read back all information.
ANAC 123 MAINTAIN FLIGHT LEVEL 410, CONTACT NEW YORK CENTRE ON 133,50.
Ahh, say again for ANAC 123.
ANAC 123 MAINTAIN FLIGHT LEVEL 410, CONTACT NEW YORK CENTRE ON 133,50.
Maintaning flight level 410 and will contact New York Centre on 133,50.
Now imagine that a flight attendant informed you
that she found a suspicious package
in the rear troilet.
Informe the controller about this problem
and your interntion to divert to the nearst airport.
Then interact appropriately.
New York Centre, ANAC 123
We have found a suspicious package in the rear toilet
We request to divert to the nearst airport.
ANAC 123, I UNDERSTOOD THAT YOU HAVE AN UNRULY PASSENGER ON BOARD.
YOU ARE CLEARED TO DIVERT TO CHICAGO O'HARE INTERNATIONAL AIRPORT
Say again for ANAC 123.
ANAC 123, I UNDERSTOOD THAT YOU HAVE AN UNRULY PASSENGER ON BOARD.
YOU ARE CLEARED TO DIVERT TO CHICAGO O'HARE INTERNATIONAL AIRPORT
New York Centre, NEGATIVE!
I have a suspicious package onboard.
CLeared to divert to Chicago O'Hare International Airport, ANAC 123.
What did the controller say?
The controller understood that i had an unruly passenger onboard
and cleared me to divert to Chicago O'Hare International Airport.
Ok, Now situation number 4.
You are flying from Russia to France.
Listen to France centre and read back.
ANAC 123, MAINTAIN FLIGHT LEVEL 370 AND CALL MARSELLE CONTROL
ON FREQUENCY 126,15.
Say again for ANAC 123.
ANAC 123, MAINTAIN FLIGHT LEVEL 370 AND CALL MARSELLE CONTROL
ON FREQUENCY 126,15.
Roger, maintain flight level 370
and will call Marselle control on frequency 126,15
So, now during cruise flight you see the following situation.
on your engine panel
you decide to land at Charles de Gaule airport
and request to descend to flight level 200
Call Marselle control and state your intentions
Then, listen to the controller and interact.
Marselle control, ANAC 123, we have an engine failure
Request to descent to flight level 200
and land at Charles de Gaule airport.
ANAC 123, CLEARED DO DESCEND TO FLIGHT LEVEL 200
AND CONFIRM YOU HAVE AN ENFINE FIRE
Negative, we had an engine failure
descending to flight level 200, ANAC 123.
What did the controller say?
The controller cleared me to descend to flight level 200
and asked me if I had an engine fire.
Thank you. This is the end of situation number 4
Now situation number 5.
ok.
You have just taken off from Guarulhos Airport.
Listen to Guarulhos towe and read back.
ANAC 123, CLEARED TO LINE UP AND TALE PFF, RUNWAY 09 LEFT
WIND 100/12 KNOTS, ALTIMETER 1020.
Say again for ANAC 123.
ANAC 123, CLEARED TO LINE UP AND TALE PFF, RUNWAY 09 LEFT
WIND 100/12 KNOTS, ALTIMETER 1020.
Guarulhos towe, ANAC 123, cleared to line up and take off runway 09 left
wind 100/12 knots, altimeter 1020
Now during take off you have the following situation,
and you decide to climb to 7.000 feet
to check the pressurization system
Contact Guarulhos towe and say your intentions.
Then, listen to the controller and interact.
Guarulhos towe, ANAC 123, we had a tail strike.
Request climb and maintain 7.000 feet to check the pressurization system.
ANACK 123 CLEARED TO CLIMB AND MAINTAIN 7.000 FEET
CONFIRM, YOU HAD A BIRD STRIKE?
Guarulhos towe, NEGATIVE. I had a tail strike
We will climb and maintain 7.000 feet
What did the controller say?
The controller cleared to climb and maintain 7.000 feet
and then he asked me if I had a bird strike.
Thank you. This is the end of part 2
Let's move on to the third part of the test.
Ok
Reading back the winds?!!
Vídeo excepcional, estou estudando sozinho para esta prova e cada dica é muito valiosa, muito obrigado por disponibilizar esse material que ajuda muito...
I Iooo
Qo😊
i don't think hes supposed to be reading back wind velocities when being cleared to take-off and land
Hi Andrew.
Remember as this is an English proficiency test the more you can demonstrate you understand the more points you will get. That's why it's good to readback wind during the test ;)
Very nice information, for the first time I saw this in pratical.
Its very diffcult to become commercial pilot
Read back is the most important thing that the pilot and the ATC should do to avoid misunderstanding which might lead to a serious incident or accident
I think I'm more nervous watching this video than that guy doing an exam.
Now go listen to any real ATC-pilots interactions and you'll quickly realize how little this test has to do with real life.
Sadly, you are absolutely right. Tests like these bear no resemblance to real-world communication and your shiny new L5 certificate will do nothing for your confidence when encountering any foreign controller during an actual flight!
I found in reality it’s somewhat easier than this simulations: irl you already know or at least expect the frequency changes and atc frequencies or for example active runways...so you have less thing to remember on the spot when atc calls you..
You're not supposed to read back wind check either because it will jam the frequency. What my flight instructor taught me was, "Read back take off clearance, landing clearance and traffic pattern directions."
@@MKwan82 And how would you respond to "you are cleared to line up and take off...."?
As far as I know, when the ATC clears you to take-off is not necesary to readback the winds 7:49
yeah youre right. that is what I was thinking
Its an ICAO english exam not radiotelephony / communcations, its to make sure pilots understand what is being said not that they understand what the mandantory readbacks are thats a different assessment
@@jamiemyers4696 being able to speak in aviation form is needed. If it wasn’t then they wouldn’t have that section. I got a level 6 so I know.
@@Adam-hf7hn Well if you look through the comments the OP, so an actually training facility has said the same as myself. As much as i understand what ur saying and in the cockpit it matters yes, in this exam and circumstance i think the training facility will know more than one person that passed the exam
they really said “inform the controller you’re defending to flight level 100”
this shit ain’t real 💀
If you can "hear" loud and clear - not listen... Also, you don't have to read back the wind but you can say "wind copied"
He is doing fine, it's a great course!
"Loud and clear" does not exist. It's "Reading you five or strength five".
Its an ICAO english exam not radiotelephony / communcations, its to make sure pilots understand what is being said not that they understand what the mandantory readbacks are thats a different assessment
A real American would had said “New York Center, we got a bomb and so I’m gonna roll the plane upside down for a bit, sound good? ANAC 123”
Also dang, New York be like “we don’t want no more crap happening in the news over here, send it to Chicago where they’re used to this”
Very well done. Level 6, no problem.
😅
I think you need to clarify your blogg as it has caused a lot of resentment in the UK,USA, Australian GA PIilot community, the EUAA and CAA who appear to be in complete confusion over this subject
UK PPL holders who passed RT examinations in English have already been approved English language standard to hold a UK and EU level qualification as a private pilot. Captin Joe is correct...those pilots who passed examinations in languages other than English will need to demonstrate proficiency to a level to command an aircraft.
The UK exited the EU in 2020 and removed EU regulations from UK law. The UK is bound by the treaty of Fundermental Human Rights which deals with qualifications acheived through examination and recognition thereof as a human right and cannot be reexamined or barriers unreasonably put into existance which errodes in any way that qualification.
So to be clear
If you have an english examination CAA recognition in RT this cannot be challenged as a qualification acheived through examination.
If you have passed the same examination but in a different EU language you may need to demonstrate a minimum standard of English level 6.
Any barrier which effects the status of a qulification in the UK in English which has already been passed by the CAA is considered an unreasonable errosion of the qualification held as a human right. This is automatcally struck out of UK law.
Should you wish to volunarly take a check ride with a suitably CFI in English or at English common law this is a personel expression and will not effect in anyway the qualification of UK PPL Pilots English Qualification.
The CAA has been asked to issue to all pilots in the UK a circular clarifying the CAA interpretation of this law post EU world.
To be honest, its absolutly no shame to call "say again", but in his case i would recommend to write down every instruction given by ATC, since he seems to have problems even with 2 instructions (FL and Freq)in one call.
"Say again" could save your life!
1) Why ANAC isn't phonetically pronounced as Alfa November Alfa Charlie? 2) Weather information read back is unnecessary, in this case RWY and QNH should be included. 3) Go around maneuver should be declared as: executing missed approach. 4) Read back should be short, it's unnecessary to repeat word by word, like the instruction to contact CENTER/TOWER etc, its recommended to say WILLCO 122.231 (or any other freq.). 5) When you talking to ATC say your call sign, your position (alt included), intentions and only then all other information, like reasoning etc. ATC need to know critical information first. Don't forget that you are talking on radio not on the cellphone anyone can jump in and start talking and override or just disturb your speech.
This is an ICAO test NOT a communications exam / radiotelephony exam to gain a radio license. The test is to ensure pilots are understanding ALL information and dont just learn to repeat numbers after hearing "QNH" as an example, they need to know what they are being told hence are told all info is important and to almost forget mandantory readbacks and just give it all. Also to answer the first question its pronounced ANAC because its a commerical callsign, just like British Airways are Speedbird on Shuttle if domestic not "Sierra Papa Echo Echo" and so on
London buses are using radio to communicate between drivers and service controllers, the radio signal is usually bad but the action is on the ground and always stationary which it’s much easier than an engine on fire at the landing time 😅
Excelente vídeo!! Seria possível um MOCK TEST relacionado a part 1? Abraço.
Obrigado Fernando! Vamos providenciar o video explicativo da parte 1 da prova. Obrigada por curtir !
As far as I know when doing a Go around you must say "Going around" only, because of the cockpit workload. I would have said Miami tower anac 123 going around due to traffic crossing the runway or just going around
Absolutely right. And the correct word is "initiate", NOT "start"! Sadly, this is all too common when TEFL tourists enter the world of aviation English with no actual flight or controller experience. There are other errors, too, like "line up and take off"! I mean, FFS! Again, it's another example of the wrong people providing training in a sector they know nothing about. And we wonder why communication issues continue to endanger flight safety. And before people ask, yes, I am a pilot as well as an aviation English instructor/Examiner.
Idk if this just for the mock test, but if you keep asking for your command again, it becomes redundant and I get that he is talking fast, but you have to be trained for that. Also if you keep asking to repeat, it will become a huge holding pattern and that ruins the the other planes’ patterns.
05:39 sounds exactly like Mentour
A voz dessa moça já reconheço em 1s de tanto que escuto no site. rsrsrs
This is easy, I'm 14 and Im self teaching myself on pilot interactions with the atc
Umer90o7 Easy? Until you have to communicate and monitor the aircraft gauges.
It’s not as easy as that, try controlling the plane talking to atc informing cabin crew and passengers of things
currently a cpl student pilot here. Not easy when you are actually in the plane, writing this shit down while flying, monitoring and trying to not break air space in some aerodromes
@@gnsgml11 well, they wont be contacting u every 2 seconds. ANd you will have a second pilot with you who will be checking the aerodromes and stuff like that
It's easy when Tower think 5 is fire.
But learn from now is one of the best way to become a pilot.
Go ahead
Thanks for sharing ... can you give the 1st part plz ?
Nah
VATSIM experience really coming in handy here
Uma dúvida, pedir repetição para todos os áudios não penaliza o candidato no quesito compreensão?
I would never pass... I'm easily distracted. I think I may have A...C/DC! I LOVE that band!!! Oh, yeah... I think I got ADHD.
Aaand her responce: 03:26
why is a compressor stall an emergency but an engine failure is totally not an emergency...
For the Pilot very simple, for ATCO very hard! Ohh god!
Have met pilots with a far from perfect english knowledge and they all have Level 6 😳 others with a very good english knowledge almost struggled to get level 5. Something is wrong
That reality dude
Yes, something IS very wrong. And those of us in the industry know exactly what it is.
it a lot of stress doing this some people wright it down he do very well if you asked me. he going to pass id say great job mate
My 12 year old neice could pass this "test"
In situation where he had an engine failure shouldn't he have used "PAN PAN" or "MAYDAY MAYDAY' to make the situation urgent and of priority. Do comment if you can clear this doubt
Short answer is yes. He should just call Mayday Mayday Mayday.
Unless it's a fire, engine seperation or other life-threatening situation, then a Pan Pan is sufficient. Remember, twin engine aircraft are designed to fly on one engine.
Olá, Parabens pelo vídeo , seria possível um "mock teste" sobre a parte 3 da prova ? Abraço !
You don’t have to read back winds
IN ICAO TEST YOU MUST READ BACK ALL INFORMATION.
@@ygoradad6318 😨
I speak English and would have difficulty remembering all that and repeating it back. Add on to that the garbled mess that the radio sounds like.
Excuse me, is it the English test only? It is much more than a language test. I have been preparing people for TOEFL, IELTS, DUOLINGO type of certificates and a non-native pilot asked me to help him to practice passing ICAO English test, but this thing seems insane.
overall excellent example, but as a pilot Im so annoyed by them saying nine instead niner.
Where are Part 1 and part 3 ?
Love from India 🇮🇳👍❤️
2019 TH-cam recommand
2:47 Aren't you supposed to briefly reiterate the condition at the end of the readback on conditional instructions, or does that only apply for clearances? I thought he should have thrown in brief "when ready" right before the callsign at the end.
Eu queria saber inglês pelos menos assim, já estaria ótimo!
im still in high school and am thinking of doing something aviation-ish, this gave me anxiety lol
Billie Joe same
Every hundred in flight level is not called two zero zero or three zero zero! Its flight level twohundred and threehundred! so it dont get someone confused with headings!
Very true
Very helpful video for interact as a pilot part
No, it isn't.
Some of the dialogs are wrong, wind read back is not an ICAO procedure.
Otimo video, vocês estão de parabéns !!!
Muito obrigada Gustavo !
Do the pilots have to take this kind of test before they can fly internationally? Once you have watched a lot of Vasa aviation ATC videos, you start to seriously doubt that in some countries they have different mmm... say pass limits.
Many people comment that the student says all the time say again. If this is a test and you can use the say again once per ATC command, of course it improves your chances to pass the test. If this is the case, then it is a smart move.
but if you ask for repeat every time, that means you will get max Level 4. (for exlelent is 5 and for native speaker who understand any accent level 6) level 4 is for 4years, level 5 is for 5years and level 6 is for life)
Answer to your question: Yes. Comment about your next observation: Unfortunately there is a lot of...shall we say...inconsistencies in the testing "business".
I would fail when m sitting near that chick
jokes aside, I guess i should start improving my listening skills :D before going for any flight school
either if u r a native speaker or not, it’s not that hard to get lv4.Btw, that guy is lv6 speaker with no doubt
Interesting that "say again"can be used repeatedly during the exam, to request a full readback.. without negative consequences. Asking for a repeated readback during an actual flight test would result in annoyance to the controller and a possible fail grade by your instructor. Also noted than in one of the situations the pilot had a tailstrike but is asking to accend to 7000 to "test pressurisation" ...in a real life situation a good pilot would return and land asap.
"Accend" or climb? Answers on a postcard...........
"Say again" CANNOT be said this often in all approved tests. That alone should tell you something.
Oh gosh, have you heard about acoustic treatment for better audio quality without reverbs?
Funny thing we are not allowed to say ' say again ' more than once for the whole test
I don’t have good memory, especially when I try to remember STATEMENTS. Do I have to read back exactly all statements? Can I paraphrase what I understand?
Well you can but remember as it's an English test the more information you are able to comprehend the more points you get.
Perfect
Why is the problem said first? I would think that the actual movement is said first. If I’m rapidly descending, the controller should care more about what I’m doing, and worry about why later. Feel free to correct me.
To be fair, the student did use the verb + ing, suggesting the action is in progress. An emergency call must be preceded by the "mayday" so controllers know why you are deviating from your assigned flight level. In real life, if flying solo, and depending on the workload, you'll likely adhere to the mantra "Aviate, Navigate, Communicate". Remember in commercial aircraft you have a pilot flying and a pilot monitoring + doing the radio work.
Até eu que sou fluente desde os 13 anos ficaria nervoso num negócio desses, tenho pavor de rotina/prova.
Most people get stressed in a test. It's perfectly natural.
The examiner not insisting that the examinee use standard phraseology as delineated in the FAA ICAO Pilot-Controllers handbook which is located in the appendix of the FAA Aeronautical Information Manual. The examiner should fail the examinee.
I'd fail the entire test centre for the examiner saying "You've just taken off from......" before playing the instruction to "line up and take off"!!
4:22 he didnt end with his callsign
also at the last transmission
Oh man it is very hard to keep in mind what the RTR controller said before
When an ATC says something can you also take notes to remember what they said in real life?
Of course...in a flight operation you shoud always have a paper and pen at your disposal...either ATC or pilot.
@@mohamedmounawar9774 thanks
Absolutely! Never commit anything to memory during high stress situations. Also, use symbols instead of words whenever possible. It's much faster and you won't miss any information while writing words unnecessarily.
i consider that your proqramm will help many people.thank you
Upload more video for practice
Tice Nitts
I am really sorry for my behaviour...
🤣🤣🤣🤣🤣
Quiero ir al curso por la instructora 🥹
Where can I find the ICAO TEST PART 1 AND 3 ?, I can't see it on your TH-cam channel. Thank you.
can you share more and more videos?
1:30 What does "QNH" mean? Why aren't they using the phonetic alphabet: Quebec November Hotel?
QNH is a defined code in aviation which means mean sea level pressure and is used by the traffic control to give you the code you should run in your altimeter to see the altitude referred to the mean sea level pressure. Have I been clear?
@@jacopoendrizzi7118 Thanks.
why are you allowed to write down the stuff you have to readback? Are pilots writing it down in reallife?
Yes. See here aviation.stackexchange.com/questions/12885/how-do-pilots-manage-to-remember-atc-instructions/12886
Peguei um Árabe no meu teste e acabei não entendendo.
I assume that during this exam, RT skills are not evaluated, since there are a lot of mistakes. Like DISTRESS message and read back.
Technically, the EPT is not a test of operational proficiency. However, as a qualified pilot / trainer/examiner, I would correct a student at the end of the test.
There is no need to readback wind information.
I speak french but i can't speak English. How i can speak English 💯 ?
Wheres the part one?🤔
Top!!
When atc gives info are you allowed to note it down in exam
Yes. No test centre will expect you (or any operational pilot) to commit instructions/clearances to memory.
he forgot to say 'PAN PAN' for the tail strike @ 8:00
its okay
So easy... :))
🌺
there is no such thing as qnh in usa acording to faa they use altimeter
Ultimate Aviation they are the same thing.
Technically u don’t read back the wind vector and speed 👀
I thought you didn't have to read back winds
You don't.
You don't. BUT in a test, if they say readback EVERYTHING, then do exactly that. Proficient speakers could also add something like "....but in the real world, we don't have to readback wind information".
I'm the unique brazilian here or there is onether but want to speek english becuse it's a video in english?
THE EXERCISE IS SO WONDERFUL. BUT THE SOUND IS SO BAD, THERE IS ECO WHEN EVERYBODY TALK, SO SORRY !!!
Paulo César Alvarenga Alvarenga it’s not supposed to sound like a song, there is no need
He is still been asking “ Say again”
All this in sheets or can we gather everything and wrote it and reply for the questions ??
Is that Tower control test for airplane
I want to be a pilot. I’m not sure if I can as I have snow vision that is unknown to why it is there and I seem to lack the motivation to try in school.
Sadly, that will prevent you from gaining your pilot license. Sorry to hear about your very rare condition and I hope you find other things to do in your life.
"It’s easy just learning". This is possibly the best response which underlines just how naive a lot you are. Aviation English is just ONE element of the communication skills required in order to fly internationally. A 5 year old child could learn some standard phraseology! What pilots NEED more than anything else, is PLAIN ENGLISH. The ability to advise ground stations of any problems you might have. The ability to understand interragotive clauses and the ability to respond APPROPRIATELY to avoid potential disaster. Honestly, I cannot believe to lack of understanding shown by so many contributors on here. The langauge proficiency training and testing is NOT easy! And you won't become a professional pilot by thinking it is.
i hope i never meet miami tower in my career hahaa
What does "MAINTAIN LEVEL 350" mean? and what is the meaning of number 133,50 when contacting new york centre?
"Maintain Level 350" refers to the Flight Level 350. The controller asked the pilot to maintain 35,000 feet and to switch to a frequency of 133.50 to hand over communications to New York tower. Hope this clears things up!
Angshuman FL350 = 35.000 im sure.
@@RebootAH Oops. Edited the mistake.
It should be "maintain FLIGHT Level 350. In other words, stay at that level. 35,000 feet, as others have said.
4:27 forgot to mention the aircraft
The ATC knows what aircraft it is through the Flight plan filed
That woman is very attractive.I don't want to fall in love. I dont know if this is a test o a date. 😊😊😊😊😊😊😊😊😊😊😊😊😊😊😊😊
Is that a malaysia airlines boeing 777 on the tail strike situation?
this looks quite easy i dont see why people are so afraid
Some test are designed to be "easy". That's why accidents happen.