Pratique du Shadowing: Accident Case Study: Night Falls on Final - Apprendre l'anglais à l'oral avec la vidéo
Création de la leçon...
1
November 534 Zulu, Raleigh Tower, Raleigh Tower, 534 Zulu, Raleigh Tower, how do you hear?
2
November 534 Zulu, November 534 Zulu, Raleigh Tower on guard, if you hear this transmission, 534 Zulu, Raleigh Tower.
3
Just after sunset, on the evening of Sunday, October 20th, 2019, November 534 Zulu,
4
a 1989 Piper Saratoga was nearing Raleigh-Durham International Airport.
5
The flight had departed from Columbus, Georgia more than three hours earlier.
6
On board the pilot and his wife heading to North Carolina for a vacation.
7
That night Raleigh was reporting marginal VFR with 10 miles of visibility
8
but a stubborn layer of clouds lay close to the ground.
9
The pilot had more than 2,900 hours of total flight time, an instrument rating, and a valid Class III medical certificate.
10
He had filed an IFR flight plan for the 370 nautical mile journey and anticipated arriving in Raleigh around 7 p.m.
11
He checked in with Raleigh for the first time at 6.25 p.m.
12
He was traveling at 4,900 feet and requested the RNAV GPS approach into the airport's 7,500 foot-long runway 5 right.
13
The other, Five left was closed at the time.
14
Okay, 34Z, I have Mike.
15
I was set up for R-NOW-5.
16
Is that possible?
17
34Z, we've got multiple jet inbounds here, and we're down to a single runway, so it would help if you could take 32, if not.
18
We'll try to work in there.
19
Okay, well, I'll set it up for R-NOW-32.
20
34Z.
21
Runway 32 is the shortest of Raleigh's three runways, just 3,570 feet long, oriented toward the northwest.
22
With about 400 aircraft movements every day, the vast majority of which are commercial flights, Raleigh's controllers have to juggle many different types of aircraft.
23
Local pilots say that 3-2 is the common runway assignment for this kind of GA flight.
24
The controller directs November 534 Zulu's pilot to the initial approach fix for the RNAV approach on runway 3-2, CONCHA.
25
The pilot appears to be unfamiliar with it.
26
There is
27
a 30 second pause.
28
At 6.38 p.m.,
29
the controller instructs the pilot to descend to 4,000 feet.
30
The pilot repeats and complies with that instruction.
31
A minute later, ATC clears the aircraft for the approach to runway 32.
32
And once again, the pilot sounds unsteady.
33
We're at 3400.
34
You are six miles from Conca.
35
Maintain 4,000 until Conca.
36
Clear the RNAV GPS 32.
37
Maintain 4,000 to Conca.
38
And clear for the GPS 32 approach.
39
3400. Thank you.
40
And the wind's actually been favoring 32.
41
I appreciate you working with us there.
42
The wind's now 330 at 6.
43
If I'm reading this chart correct, the minimum altitude over our nose is 3400.
44
Roger.
45
So just 4,000 until Conca.
46
Then you can start your descent.
47
November 534 Zulu proceeds and is handed off to Raleigh Tower.
48
He says that he is on the 3-2 approach.
49
The controller clears the flight to land.
50
But then things begin to fall apart.
51
On the approach, 3-4 Zulu.
52
I need to climb.
53
My GPS approach just shut off.
54
Okay, November 534 Zulu.
55
Maintain 3,000.
56
Somehow, the aircraft is 90 degrees off course.
57
Before Zulu, can you tell me what my heading is 236?
58
Your current heading does appear to be on a 230 heading.
59
Just maintain 3,000 for now.
60
340, 3,000.
61
Are you IMC currently, November 5340?
62
I am IMC.
63
I'm trying to climb over it.
64
Maintain 3,000 and we'll get you re-sequence.
65
It is 6.52 p.m.
66
The flight track then turns to the left again In the space of less than two minutes, the aircraft has reversed course and is now heading south.
67
Soon after that, it points east.
68
The controller begins to hand the flight over to a different frequency.
69
N534Z, contact Raleigh approach on 125.3, flighting 140.
70
I'm having trouble with 145 heading.
71
140, okay.
72
Okay, what are you showing as a current heading, 340?
73
N534Z, you still on approach for anything?
74
Approaching the tower?
75
I'm on the tower.
76
Okay, what are you showing as your current heading?
77
101, 340.
78
It does appear to be about a 100 heading.
79
Can you fly heading 140?
80
I can, but I'd like to climb and get above this IMC.
81
I'm just glad by IMC.
82
Climb, maintain 4,000 for number 340.
83
And that was 140 on the heading?
84
Affirmative 140 and maintain 4,000.
85
But the Piper never turns to 140.
86
ATC tries to get in touch with 34Zulu twice.
87
The pilot responds to the second call.
88
Uh, well, I approached you.
89
I don't know what happened, man.
90
Right here, there's a...
91
This is where my autopilot shut off.
92
34Zulu, no problem.
93
Looks like you're trying to nose-nake at this time.
94
Is that correct?
95
34Zulu, um... And, um...
96
Let me figure out what's going on here.
97
The controller notices something is seriously wrong.
98
He adopts a new tone.
99
34Z, roger.
100
And just four heading of 050.
101
050 for now.
102
And we'll let you get settled and set up, and then we'll bring you back in, okay?
103
34Z, roger.
104
The flight path continues to appear erratic.
105
November 534 Zulu climbs to 4,400, and the controller reminds the pilot to return to his assigned altitude of 4,000 feet.
106
Two minutes pass.
107
It's now 6.59 p.m., and it is almost completely dark over North Carolina.
108
The controller tells the overstretched pilot that he is flying northbound and about 500 feet too high.
109
He leaves the aircraft at that altitude to try to make things easier on the pilot, who is now clearly struggling with spatial disorientation.
110
Never murdered.
111
3-4-0.
112
Just lean team 4,400 in the table.
113
3-4-0.
114
Make that 4,000.
115
3-4-0.
116
4,400, please.
117
4,400.
118
And what was the heading you gave me?
119
3-4-0.
120
0-5-0.
121
50 heading, please.
122
The controller does his best to try to untangle the situation.
123
His voice is calm.
124
He speaks slowly.
125
Still, it gets worse.
126
Sino, 340.
127
340. It's just off the right side there.
128
When able, proceed direct to Sino.
129
The pilot acknowledges, but about a minute later, the controller asks if the pilot found the waypoint.
130
The pilot answers, I'm putting it in.
131
After another minute, the controller checks in again.
132
340, do you have it in yet?
133
Do you want me to start turning you back towards it?
134
I do have it in.
135
I'm turning to the right.
136
It looks like it's a 231 heading.
137
34Z, thank you.
138
When able, maintain 4,000.
139
But it seems that the pilot again is lost.
140
34Z, I tell you what, it looks like Senna's just off to your right side there.
141
Matt, you missed it a little bit, but that's okay.
142
Let's just fly in the 230 and look up NOSIC.
143
I'm going to give that to you next, and then we're going to fly straight in over NOSIC.
144
3400, roger.
145
3400, go ahead and read that back for me.
146
230 on the heading, and we're going to have you go direct NOSIC here in a little bit, line you straight up inbound for straight in for 32.
147
The controller continues to vector November 534 Zulu toward the approach.
148
He directs the pilot to a heading of 190 degrees first,
149
then tells him to turn slightly right to 230 so that the aircraft can capture Nosek.
150
Following that waypoint, he instructs the pilot to turn to 320 for the direct straight-in approach on Raleigh's runway 32.
151
The pilot acknowledges all of these calls.
152
The controller clears November 534 Zulu for the RNAV GPS runway 32 approach,
153
maintaining 3400 until NOSIC, three miles away.
154
The pilot also acknowledges this call correctly.
155
The time is now 7.17 p.m and the pilot has been flying this approach for 40 minutes.
156
The pilot heads toward runway 32.
157
He asked for the cloud ceiling.
158
According to the current METAR, there were clouds at 1,000 feet.
159
The controller promises to get a PIREP to confirm.
160
Shortly thereafter, the pilot announces that he just broke out of the clouds.
161
But his current altitude at the time indicates he may have been mistaken.
162
I'm looking for the runway.
163
A lot of lights here.
164
340, low altitude alert.
165
Maintain 2,000, please.
166
2,000.
167
342, the airport's 12 o'clock in 900 miles.
168
Do you have an in sight?
169
Believe it.
170
Do I think I see the beacon?
171
342, roger.
172
Okay, if you've got the runway you are, clear visual approach runway 32.
173
I might do it on altitude of 1,400.
174
342, your altitude, it's fine.
175
If you have the airport in sight, if you have 32 in sight, you can do a visual approach.
176
You're clear for a visual approach runway 32.
177
The only thing I see is the beacon.
178
Okay, 34Z, we're going to turn the lights up to see if you can see the runway.
179
34Z, do you have the airport in sight?
180
I don't have the runway lights, I'm sorry.
181
I have the beacon, I believe.
182
34Z, the lights are up right on 32.
183
Let me know if you can get it in sight.
184
34Z, I think it's coming in now.
185
November 534 Zulu is handed off to Raleigh Tower on 127.45.
186
The pilot tells the tower controller that he finally has the runway in sight.
187
But November 534 Zulu never lands in Raleigh.
188
November 534 Zulu, Raleigh approach.
189
534 Zulu, Raleigh approach.
190
How do you hear?
191
November 534 Zulu, Raleigh tower, Raleigh tower.
192
534 Zulu, Raleigh tower.
193
How do you hear?
194
November 534 Zulu, November 534 Zulu, Raleigh tower on guard.
195
If you hear this transmission, 534 Zulu, Raleigh tower.
196
A search and rescue effort was launched immediately after the aircraft disappeared from radar screens.
197
But the wreckage of the white Piper Saratoga with the blue
198
and gray stripes was not found until 10 a.m the next morning.
199
It had cut a swath through the tall trees of William B.
200
Umstead State Park, a 5,600-acre nature preserve off the east side of the airport property.
201
The wreckage path was about 400 feet long and 50 feet wide on a heading of 315 degrees,
202
just over a mile southeast of the threshold of runway 32.
203
About 5 feet of the outboard section of the right wing, apparently the initial point of impact with the terrain, was lodged near the top of a 100-foot tree,
204
with the rest of the fuselage coming to rest close to a trail.
205
Branches found along the wreckage path had smooth angular cuts and dark paint transfer marks.
206
The wing's flaps appeared to be retracted.
207
The National Transportation Safety Board determined the probable cause of the accident, which claimed the lives of the pilot and his wife,
208
was his failure to maintain a safe glide path during final approach to the runway.
209
In addition, the pilot's lack of recent instrument flight experience.
210
The last recorded instrument approach in his logbook was in January 2019, almost 10 months prior to the accident.
211
Additionally, the last time he flew at night was in November of 2018.
212
It means he was not current
213
or proficient to act as pilot in command for a flight carrying passengers at night and in instrument meteorological conditions.
214
Shortly before reaching his journey's end,
215
he found himself in an exceedingly challenging situation as he navigated the final phase of a three-plus-hour flight in darkness.
216
Let's not underestimate the stress and fatigue the 72-year-old pilot may have felt while at the controls of his technically advanced aircraft.
217
Fatigue can quickly lead to mistakes.
218
He might have programmed his avionics incorrectly, entered the wrong barometric pressure into his altimeter, or perhaps he shut off the autopilot himself inadvertently.
219
The accident chain likely started when air traffic control gave this pilot a different runway assignment than the one he was expecting.
220
Not only can that cause immediate confusion and anxiety, but quickly reprogramming the avionics suite requires a level of mastery
221
and a thorough understanding of the systems that he likely could not call up at that moment.
222
That said, early on the controller did give him the opportunity to reject the approach to runway 32.
223
He told the pilot, It would help if you could take 32 if not, we're trying to work in there.
224
We learn during flight training that the pilot in command has the final say when it comes to the safety of flight.
225
This pilot should have let the controller know that runway 32 would not be a viable, safe option for him at that moment.
226
But we also must ask ourselves, what could ATC have done differently?
227
The pilot tells ATC that his altimeter shows him at 1400 feet MSL,
228
which is more than 1000 feet below the published approach path and asks, How am I doing on altitude?
229
The controller tells him, You're altitude, it's fine.
230
When clearly it wasn't. In addition,
231
November 534 Zulu's speed fluctuations indicate the pilot was behind the airplane during much of the last phase of the flight.
232
That means he was reacting to events instead of anticipating them, probably due to his high workload.
233
The final link in this accident chain came with the pilot's
234
search for visual cues on final approach in an environment that misled him.
235
A dark, featureless foreground followed by a brightly lit airport can create a powerful illusion of being high on approach
236
when the opposite is true.
237
Probably overwhelmed and exhausted, he descends into the trees, coming to rest just a mile from his destination.
238
This accident did not begin with a single bad decision.
239
It began with a shift from a planned and prepared arrival to an unexpected one, late in the flight and under encroaching darkness.
240
Each additional task, reprogramming avionics, managing degraded automation, navigating unfamiliar fixes,
241
and flying through fickle instrument conditions, all subtly increased the pilot's workload.
242
What makes this sequence especially instructive is how it exposed the difference between experience and readiness.
243
The pilot's total flight time, almost 3,000 hours, suggests he was capable.
244
But it is recency, more specifically proficiency, that determines mental capacity under stressful conditions.
245
Safety margins are rarely lost all at once.
246
are spent quietly, step by step, until there's nothing left to absorb the next error.
✨ Vidéo recommandée
C11
240 phrases
Flying a plane badly, on purpose.
British AccentBusiness EnglishUniversity StudentsWorking Adults
C13
5 phrases
Full ATIS breakdown ✈️ #flighttraining #airlines #pilot
Business EnglishUniversity StudentsWorking Adults
B23
6 phrases
ATSB investigating another two near-misses at Sydney Airport
Business EnglishDaily ConversationUniversity Students
B22,307
12 phrases
B2 Shadowing Practice Missing A Connection At The Airport
Travel EnglishDaily ConversationUniversity Students
C18
157 phrases
How Landing Gear Works | Part 6 : Main Gear Steering
Business EnglishUniversity StudentsWorking Adults
B21
164 phrases
Don't let stress ruin you
Business EnglishUniversity StudentsWorking Adults
B22
121 phrases
Aviation English Photo Description: Runway Excursion
Business EnglishUniversity StudentsWorking Adults
C11
69 phrases
CAA NZ Standard Overhead Join 2022
Business EnglishUniversity StudentsWorking Adults
C131
5 phrases
Live ATC – Air Traffic Control in real time.
Business EnglishUniversity StudentsWorking Adults
B11
15 phrases
B1 Listening practice- numbers
Business EnglishDaily ConversationHigh School Students
C16
213 phrases
Flight 14 (and Gigabay) Milestones Shaping Up - Starbase Summary
Business EnglishUniversity StudentsWorking Adults
B269 phrases
Cringey argument between Pilot and ATC in BAD WEATHER! ATC compilation #liveatc
Business EnglishWorking Adults
Vocabulaire et conseils d’expression pour cette leçon
Cette vidéo contient 237 phrases et 2217 mots à répéter en shadowing. La partie parlée dure 17:00. Le locuteur parle à un rythme régulier d’environ 130 mots par minute, confortable pour le shadowing. Seuls 77 % des mots font partie des 3 000 mots les plus courants en anglais, le vocabulaire est donc exigeant.
Vocabulaire clé de cette vidéo
15 mots de la vidéo à retenir, avec leur prononciation et leur sens :
| Mot | Prononciation | Sens |
|---|---|---|
| runway nom | /ˈɹʌnweɪ/ | podium, passerelle |
| controller nom | /kənˈtɹoʊlɚ/ | contrôleur, manette |
| instrument nom | /ˈɪnstɹəmənt/ | instrument de mesure |
| climb verbe | /ˈklaɪ̯m/ | grimper, monter |
| cloud nom | /ˈklaʊ̯d/ | nuage |
| acknowledge verbe | /əkˈnɑ.lɪd͡ʒ/ | reconnaître |
| beacon nom | /ˈbiːkən/ | balise |
| shortly adverbe | /ˈʃɔɹtli/ | rapidement |
| indicate verbe | /ˈɪndɪˌkeɪt/ | indiquer, signaler |
| sequence nom | /ˈsiː.kwəns/ | suite, séquence |
| transmission nom | /tɹænsˈmɪʃən/ | transmission |
| darkness nom | /ˈdɑɹk.nɪs/ | obscurité, ténèbres |
| assignment nom | /əˈsaɪn.mənt/ | affectation |
| proceed verbe | /pɹəˈsid/ | procéder |
| fatigue nom | /fəˈtiːɡ/ | fatigue, épuisement |
Les verbes à particule que vous entendrez
| Mot | Prononciation | Sens |
|---|---|---|
| fall apart verbe | tomber en morceaux | |
| figure out verbe | cerner | |
| go ahead verbe | /ˌɡoʊ əˈhɛd/ | vas-y, allez-y |
| set up verbe | /ˌsɛt ˈʌp/ | mettre en place, installer |
Prononciation à surveiller
Le locuteur utilise 30 contractions et formes réduites, comme I'm, we're, we'll. Prononcez-les sous leur forme courte, telles que vous les entendez.
- Les sons « th »: smooth /smuːð/, southeast /sawˈθɪjst/, northwest /nɔɹθˈwɛst/, threshold /ˈθɹɛʃ(h)oʊld/, thereafter /ˌðɛɹˈæf.tɚ/
- Les sons « sh » et « zh »: shortly /ˈʃɔɹtli/, transmission /tɹænsˈmɪʃən/, capture /ˈkæp.(t)ʃɚ/, vacation /veɪˈkeɪ.ʃən/, destination /dɛstɪˈneɪʃən/
- Mots longs — placez bien l’accent: anticipate /ænˈtɪs.ɪ.peɪt/, unfamiliar /ˌʌnfəˈmɪli.ə(ɹ)/, anxiety /æŋˈzaɪ.əti/, certificate /səˈtɪf.ɪ.kɪt/, destination /dɛstɪˈneɪʃən/
Comment s’entraîner avec cette vidéo
- Écoutez la vidéo en entier une fois sans parler et notez les mots que vous ne connaissez pas.
- Répétez phrase par phrase à vitesse normale, en reprenant chacune jusqu’à ce que votre rythme corresponde à celui du locuteur.
- Enregistrez-vous et comparez avec l’original, en faisant attention à des mots comme runway, controller, instrument.
La grammaire de cette vidéo
Les structures que le locuteur utilise le plus, avec les mots exacts de la vidéo :
| Structure | Dans la vidéo |
|---|---|
| Voix passive be + participe passé — l’accent est mis sur ce qui arrive, pas sur qui le fait | was closed · was set · is handed |
| Present perfect have/has + participe passé — une action passée qui compte encore maintenant | has reversed · have done |
Qu'est-ce que la technique du Shadowing ?
Le Shadowing est une technique d'apprentissage des langues fondée sur la science, développée à l'origine pour la formation des interprètes professionnels. Le principe est simple mais puissant : vous écoutez de l'anglais natif et le répétez immédiatement à voix haute — comme une ombre suivant le locuteur avec un décalage de 1 à 2 secondes. Les recherches montrent une amélioration significative de la précision de la prononciation, de l'intonation, du rythme, des liaisons, de la compréhension orale et de la fluidité.