Pratique du Shadowing: WATCH this video before BECOMING A PILOT! Tips by CAPTAIN JOE - Apprendre l'anglais à l'oral avec la vidéo
Création de la leçon...
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Dear friends and followers, welcome back to my channel
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and to a very important video about things you should know before becoming a pilot.
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What are we waiting for?
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And let's get started.
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Today's video is brought to you by the Future Pilots Masterclass.
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Pilots come prepared.
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You'll see at the end of the video.
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Being a pilot is not an official job.
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Okay, this may surprise you, but sadly it is true.
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The pilot job in many countries is not listed as an official job.
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What I mean by that is, in Germany for instance, when you lose your job, like I did after the bankruptcy of Air Berlin,
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I went to the job center here in Munich and enlisted as unemployed,
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meaning they would contact me if there was a job position as a pilot for an airline.
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Do you really think airlines hire pilots from the job center?
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No, they don't.
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So the interviewer at the job center sort of asked me if I had any other job qualifications besides my pilot license.
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I didn't.
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So he said, as your job isn't an academic profession, meaning I don't have a university degree,
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basically only received flight training to do one thing he frowned
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and said well we'll have some real difficulties finding you a new job please apply to any airline
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and inform us once you have a job again goodbye now
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to make a long story short with your pilot license you
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can only fly planes that's it no one is going to offer you a job as an accountant, maybe an apprenticeship.
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Constant training and learning.
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You'll be surprised how much training and check flights we have to pass every year.
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Just to mention a few, you annually have to pass your medical examination.
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So exercising regularly and eating healthy throughout the year will reduce your anxiety prior to this annual check.
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Once you turn 50, the medical checkup will be twice a year.
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Then you have a day of ground school training once a year.
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The operator will check on your system, navigation, procedure and SOP knowledge.
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Followed by two simulator checks every year where your competence,
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manual flying skills, procedural knowledge and how to deal with emergencies will be assessed in four sim sessions each four hours long.
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You need to be at the top of your game for these sim checks.
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If you fail, you will be grounded for a while, may have to receive some extra training, and then will be rechecked.
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Then you have a line check, annually or every two years, on the actual aircraft.
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Here an examiner is sitting on the jump seat behind you, evaluating your performance, and checks your system and procedural knowledge.
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Fail it, and you are grounded for a while until you've received extra training.
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Now besides these physical checks, you have regular computer-based learning sessions that you have to complete every 2-3 months,
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keeping you in the books.
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This can vary from airline to airline, but the more established ones will have all these checks in place.
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The seniority list is strict.
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This is an important one and has cause for a lot of confusion.
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Seniority in an airline is everything.
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I say that one more time, seniority is everything.
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When you start out, you'll be at the bottom of the seniority list and at the bottom of the pay scale.
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Over time, you move up the seniority list until it's your turn to upgrade to captain and get the respective salary.
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But suppose at some point during your career, you realize you want to switch airlines because the other airline has a base closer to your home.
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As you make the switch, you will lose all the seniority positions you have gained with the previous airline
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and start back out at the bottom of the list and pay scale.
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I am the best example for that.
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After flying for 8 years with AirBerlin, I was close to my upgrade, but just before that the company went bankrupt.
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I was then unemployed for half a year until I got my job with Cargolux.
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I had 5,000 jet hours at the time, so I had enough experience to join Carglox, and having the experience was great,
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but I had to start at the bottom of the list.
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Now this is not just for Carglox, any respectable airline hires you for your experience,
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but you have to accept that you'll start all over again on the seniority list.
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So I have 8 years of experience at Air Berlin
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and another 10 to 11 years of first officer time at Cargolux to become a captain.
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Even if you are already a captain, airlines may hire you, but you have to turn in your four stripes and fly as a first officer again.
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Now you say, that seems super unfair.
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Well it is not, because if someone came to Cargolux as a so called ready entry captain,
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or she would steal a senior first officer upgrade position.
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The senior first officer has been loyal to his company for many years
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and gets swooped away from his upgrade position by a Ryanair captain, for example, who has fewer hours and fewer years of experience.
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How is that fair?
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It's not.
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That's why the seniority list is important and the only way to keep it fair for everybody.
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You can't choose the plane you want to fly.
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Now I get this a lot.
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Hey Joe, I want to fly the 747 like you when I become a pilot.
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I always respond, I'm happy to hear that you have a vision and motivation,
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but the 747 operators have become rare and what plane you'll fly is not for you to decide.
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As a finished flight student, you have little to no decision power on which type of aircraft you will fly in the future.
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The airline you'll be hired at will decide for you which aircraft you'll fly.
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Even if you are flying for an airline like the great German Lufthansa, which has an array of airplanes in their fleet,
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the airline will decide which plane you'll get rated on.
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It is a matter of pilot demand on the type of aircraft.
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Now the only time you can really sort of decide
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is when you pass the assessment at an all-boeing operator
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and the other one is an all-airbus operator like southwestern jet blue
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or rhino and easyjet if you are an airbus
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or boeing fan you can then choose either way also flying long haul
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or short haul what the airline needs they will use you for it also
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when you upgrade to captain you may switch from long haul to short haul or from Airbus to Boeing.
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Lufthansa again is a great example for that.
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So don't say, I just want to fly an Airbus. Be flexible.
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You can't decide where you want to fly to.
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Another one I get a lot, once I fly for an airline, I only want to do the day flights and fly to the favorite holiday destinations where we have longer layovers.
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I'm sorry to say, but it doesn't work like that.
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You'll fly to the destinations your airline is operating to, yes you may request certain flights and destinations within the network of your airline,
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but if you want to fly to Hawaii as a low-cost carrier pilot in Europe, it ain't gonna happen.
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A good example on my side, I have always wanted to fly to Australia.
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Cargolux has a few flights there as we transport to the Formula One cars for the race in Melbourne.
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I always request it but i have 80 co-pilots ahead of me with higher seniority
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and if one of them bids on
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that flight it's theirs i mentioned how important seniority is right
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vacation planning is dependent on airline i want vacation days on christmas new year's easter
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and of course every year during summer No, that is not going to happen.
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As a rookie FO, you are flying on all of these dates.
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Vacation days are yet again allocated based on your seniority.
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So the longer you are in the company, basically the more loyal you have been to the airline,
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the higher your chances are that you get vacation during those highly requested days.
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Every airline is different.
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Yes, that is very much the case.
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Well, all airlines have the same goal of being profitable, reliable and a safe airline.
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However, every airline has a different goal or vision.
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Lufthansa, again as an example, caters very much towards their business customers offering great service in first
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and business class with flights to the big hubs around the world.
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Their sister company Eurowings, on the other hand, focuses on holiday charter flights, domestic flights and cheap long-haul flights.
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Two very different products.
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To give you a little bit more examples, low-cost carriers, for example, sell a cheap and cheerful product.
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DHL mainly transports mail.
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NetJets caters to millionaires.
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Every airline has a different interest, so you need to decide which of them aligns with your personality, lifestyle and wishes.
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Which one of them would make you proud to work for such and such airline?
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What's their reputation?
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Etc. Dramatic pay differences between the US and Europe.
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Now this was a big surprise to me when I started out as a pilot.
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There can be drastic pay differences between airlines within the same country.
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For example, two captains flying the same aircraft, having the same amount of experience
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and flying the same amount of hours every month can have a net pay difference up to 2,000 euros.
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If you take it even a step further and compare European pilot salaries to the US, it gets even worse.
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A mate of mine flies for a well-known airline in the States and in his first year as a first officer,
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he made triple the money that I made after being in the company for six years.
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Does he fly more than I do?
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No, but he has far higher fixed costs than I do.
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Health insurance, 401k, loss of license insurance, and much more needs to be paid from his salary.
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Good European airlines take care of most of these costs.
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So yes, he makes much more than I do, but the living costs in the States have skyrocketed over the last 20 years.
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The same goes for European pilots who decide to fly in the Middle East or Asia.
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Yes, the money is great, but what good is all the money if you can't step outside of your house during summer time?
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Most of them come back after a few years.
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I have seen it so many times.
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So the grass isn't always greener on the other side,
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but where you go is your decision and and then you have to take 100% responsibility for your actions.
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Some airlines have a union while others don't.
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Most airlines, as mentioned before, have the common goal of being profitable.
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But some airlines, especially their management, couldn't care less about their pilots.
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As long as the job gets done and money has been made, it sounds harsh, but some CEOs have publicly stated
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that pilots don't work hard and that they'll be happy if AI replaces their position.
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But are they hard worked?
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No. These 900 hours a year
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or 18 hours a week on average you know likely to generate fatigue no
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that being said if you don't fight for contract rights for instance
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that no ready entry captain can take away your seniority position or
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that you lose the hotel privileges as management decides it's good
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enough for you to sleep at a noisy airport hotel
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or your travel benefits get taken away
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or the company doesn't increase your salary due to inflation
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or just being up to industry standards etc your best option
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to ensure you the quality of your job is to join
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a pilot's union sadly there are many airlines out there
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that don't allow pilots to form a union they are the
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prime example of what management can do to make it more
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and more unattractive to work for that airline the result is high fluctuation of pilots and a miserable cockpit atmosphere.
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If you can choose, go for the airline where the pilots are backed by a union.
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I obviously hope I never have to see you in your uniform, wearing a high-reflective vest, walking through an airport terminal and blowing your strike whistle.
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But sometimes it is necessary to stand united against management.
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Consider having a plan B.
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Yes, having a plan B is super important.
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Nowadays there are many factors that could cause you to lose your job as a pilot.
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Again, I am the prime example.
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During my 8 years flying as a first officer with Air Berlin, I felt comfortable, had a safe job, good salary and slowly moved up the seniority list.
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What could possibly go wrong?
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Well, the airline went bankrupt and suddenly 1500 pilots were without a cockpit seat
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and all these 1500 pilots instantly applied to the remaining German airlines.
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So within two months after the bankruptcy announcement, I was unemployed just like that and eight years of seniority gone.
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Luckily I immediately found a new job with an even better airline, but not all of my colleagues were that fortunate.
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Until today there are still a few who aren't flying anymore
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or were hired at an airline that also then went bankrupt a few months later due to COVID.
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Another example, A friend of mine was diagnosed with sudden vertigo symptoms, meaning he had moments of vertigo that he couldn't predict or properly control.
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He therefore lost his medical, hence his job, and never flew an airliner again.
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So what I want you to do is think and act like a pilot early on.
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When a pilot departs, they always plan with enough fuel to reach an alternate destination,
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should the destination airport be closed because of bad weather or other reasons.
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So why don't you plan ahead like a pilot for your life
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and either get a master's degree or other job qualifications that you can keep as a backup in case things go sour.
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It will also look great on your application CV that you are qualified to do more than just fly planes.
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Please keep this in mind and thoroughly discuss this with your family or partner before jumping into flight school.
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You're going to thank me later.
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Loss of license paid by yourself.
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Speaking of losing your medical, have you ever heard of an insurance called loss of license?
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The loss of license insurance comes into action should you lose your license due to unforeseen medical reasons,
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paying you a monthly salary for the remainder of your career depending on the chosen coverage.
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Again, some airlines pay for basic insurance coverage, others don't.
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So choose an airline that does or consider added monthly costs in your financial planning.
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Not having any loss of license insurance at all is like departing without alternate fuel.
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Flying can be challenging on your body.
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You'll be surprised by the dry in the cockpit, jet lag, fatigue, noise, stress, airplane food, hotel beds, temperature changes,
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schedule changes and many other factors that affect your body.
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Believe me when I say I absolutely love my job
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but I have underestimated how much flying has an impact on my body.
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Now the factors I just mentioned are outside influences however there are also body related influences, especially during flight training.
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Have you ever heard of the leans?
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When you are in full IMC turning left, but your body is sensing that you're in a right turn.
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This is an absolute eye-opener to any flight student, and you will experience that.
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Now just because you don't get nauseous riding roller coasters doesn't mean you're invincible when flying.
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Also turbulence hits differently in a training aircraft than in a heavy jet airliner.
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So please approach these influences with respect.
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Being a pilot is a team job, not a one-man show.
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Now many people believe that once you've become a pilot you'll always be flying the plane
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and the flight attendants will serve you food and drinks at the snip of a finger.
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Just because you're wearing wearing a uniform doesn't make you a godlike figure.
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Aviation is all about good teamwork and bringing the plane,
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the crew, the passengers and or cargo safely from A to B.
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This is made possible by good communication,
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resource management, finding solutions, executing them and treating each other with the necessary respect.
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Show-offs are not what airlines are looking for.
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So good shout out to the topless pilots on Instagram.
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idea how your abs are helping you during an engine failure.
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Makes no sense to me.
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Preparation is key.
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Phew, if I would have known how much you can prepare nowadays before even setting foot into flight school,
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my training days would have been a lot easier.
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With today's resources you can read up on so much material, books, computers, flight simulators, youtube videos,
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experience flights, etc. that once you are actively enrolling in flight school, you'll hear and see everything a second time around.
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Again, I want you to already think like a pilot
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because a good pilot is always learning and comes well prepared for their flights.
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So how great would it be
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if you didn't have to spend weeks on end finding the right answer on google
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or pilot forums on how to become a pilot always with this anxiety is
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that the correct answer because i found five other answers too wouldn't it be amazing
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if there's one place
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that has it all where you can find all the information on how to become a pilot
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and be best prepared before going into flight school well this
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place actually exists i took six months out of my life
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to put together a video course to give you the best tips on how to prepare for flight school.
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This five hour long video course with tons of material to print out will hit differently.
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We also have regular zoom call meetings if you have further questions, so just try it out for 30 days.
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If you don't like it, get your money back.
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Spend a few bucks now to save a ton whilst you are in flight school.
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You'll regret it if you don't use the chance.
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Just saying.
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You can't choose where you'll be based at.
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As much as you can't choose the plane you want to fly, nor the destinations you'd like to fly to,
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the hardest one will be that you can't really choose your home base.
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Let me use my basis as an example.
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I live in Munich and during my time with Eberlin I was based one year in Stuttgart, which is a two-hour drive, then five years in Dusseldorf,
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which is a six-hour drive, and lastly in Munich, which was a 20-minute drive.
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Lucky me.
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Now, the company I fly for now doesn't have a base in Munich, but in Luxembourg.
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So either I move to Luxembourg or accept the five-hour car commute multiple times a month.
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Another example is a mate of mine who flies for Delta.
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He lives in Miami, but his home base is at JFK, and if he turns captain, he most likely will be based out of Atlanta.
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So, for every rotation, he has to deadhead to JFK or Atlanta in the future,
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because ultimately he enjoys the weather in Miami more than at JFK.
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Therefore many pilots either have a crash pad
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or a preferred hotel at their designated home base for standby shifts or to get some rest before starting their duty.
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All of these added costs are to be kept in mind.
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So an airline can determine where you will be living in the future
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or you have to be willing to do the commute.
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And finally, the last thing that I want you to know is hard work pays off.
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Be open-minded, be humble, and always ask questions.
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I have realized over the 15 years that I've been a pilot that hard work,
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dedication, being open-minded and always eager to learn something new will always pay out in your pilot career.
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The aviation industry is constantly evolving and you'll have many aha moments along the way.
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By regular reading up in your manuals and sharing an interest in your plane and airline, you'll make it so much easier for yourself.
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And some final key advice.
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Stay humble, stay professional, stay respectful and whatever you do, don't get cocky.
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No pilot likes to fly with those colleagues.
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You'll see.
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Thank me later.
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This brings us to the end of our list.
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Now, I do want to say this list may have killed your motivation a little in wanting to become a pilot,
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especially the facts about the home base and that you can't choose the plane you want to fly.
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But it is super important to me that I am honest with you about these, should you consider becoming a pilot.
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I can't emphasize this enough.
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I I absolutely love my job, I even made a whole video about the top 10 things on why you should become a pilot,
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but a lot of it depends on which airline you fly for.
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Any happy pilot will agree with me on that.
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So please share your thoughts on this list in the comments section.
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I'm looking forward to seeing what you'd like others to know before diving into flight school.
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And on that bombshell, here's your checklist for today subscribe to my channel, check, activate the notification bell, check, follow my Instagram account,
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check, perform a touch and go at my website, check, and don't forget, a good pilot is always learning, wishing you all the best, your Captain Joe.
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Vocabulaire et conseils d’expression pour cette leçon
Cette leçon d’expression orale de niveau B2 s’appuie sur la vidéo « WATCH this video before BECOMING A PILOT! Tips by CAPTAIN JOE ». Les mots qui reviennent le plus souvent : airline, pilot, flight, fly. Cette vidéo contient 274 phrases et 3661 mots à répéter en shadowing. La partie parlée dure 23:42. Le locuteur parle à un rythme naturel d’environ 154 mots par minute, proche d’une conversation courante. 83 % des mots font partie des 3 000 mots les plus courants en anglais ; le reste mérite d’être vu avant de commencer.
Vocabulaire clé de cette vidéo
Les 15 mots les plus avancés de la vidéo, avec leur prononciation et leur sens :
| Mot | Prononciation | Sens |
|---|---|---|
| airline nom | /ˈɛɹˌlaɪn/ | compagnie aérienne, ligne aérienne |
| seniority nom | /sinˈjɔɹɪti/ | ancienneté, séniorité |
| haul verbe | /hɔl/ | haler |
| bankrupt adjectif | /ˈbæŋk.ɹəpt/ | en faillite, failli |
| unemployed adjectif | /ˌʌnɪmˈplɔɪd/ | au chômage, inoccupé |
| airliner nom | avion de ligne | |
| vertigo nom | /ˈvɝtɪɡoʊ/ | vertige, labyrinthite |
| procedural adjectif | /pɹəˈsiːd͡ʒ(ə)ɹəl/ | procédural |
| cater verbe | /ˈkeɪɾɚ/ | faire traiteur |
| depart verbe | /dɪˈpɑɹt/ | partir |
| fatigue nom | /fəˈtiːɡ/ | fatigue, épuisement |
| qualification nom | /ˌkwɑlɪfɪˈkeɪʃən/ | qualification |
| airplane nom | /ˈɛɹˌpleɪ̯n/ | avion, aéroplane |
| colleague nom | /ˈkɒliːɡ/ | collègue, confrère |
| profitable adjectif | /ˈpɹɑ.fɪ.tə.bl̩/ | profitable, fructueux |
Les verbes à particule que vous entendrez
| Mot | Prononciation | Sens |
|---|---|---|
| take away verbe | /ˌteɪk əˈweɪ/ | retirer |
| come back verbe | revenir | |
| look forward to verbe | avoir hâte de, attendre avec impatience | |
| pay off verbe | soudoyer | |
| put together verbe | assembler |
Des phrases à répéter
Des phrases courtes et complètes de la vidéo, à réutiliser dans la conversation de tous les jours :
- What are we waiting for?
- You'll see at the end of the video.
- Do you really think airlines hire pilots from the job center?
- Does he fly more than I do?
- Have you ever heard of the leans?
La grammaire de cette vidéo
Les structures que le locuteur utilise le plus, avec les mots exacts de la vidéo :
| Structure | Dans la vidéo |
|---|---|
| Phrases conditionnelles if + proposition, will/would + verbe — une condition et son résultat | If you fail, you will be |
| Present perfect have/has + participe passé — une action passée qui compte encore maintenant | you've received · have gained · has been |
| Voix passive be + participe passé — l’accent est mis sur ce qui arrive, pas sur qui le fait | is brought · is not listed · will be assessed |
| Propositions relatives who / which + proposition — une précision sur une personne ou une chose | Lufthansa, which has · Stuttgart, which is · Munich, which was |
Prononciation à surveiller
Le locuteur utilise 68 contractions et formes réduites, comme you'll, don't, can't. Prononcez-les sous leur forme courte, telles que vous les entendez.
- Les sons « th »: theirs /ðɛɚz/, thoroughly /ˈθʌɹ.ə.li/
- Les sons « sh » et « zh »: qualification /ˌkwɑlɪfɪˈkeɪʃən/, aviation /ˌeɪ̯.viːˈeɪ̯.ʃən/, apprenticeship /əˈpɹɛn.tɪs.ʃɪp/, bombshell /ˈbɑmʃɛl/, fluctuation /flʌkt͡ʃuːˈeɪʃən/
- Mots longs — placez bien l’accent: seniority /sinˈjɔɹɪti/, procedural /pɹəˈsiːd͡ʒ(ə)ɹəl/, qualification /ˌkwɑlɪfɪˈkeɪʃən/, aviation /ˌeɪ̯.viːˈeɪ̯.ʃən/, apprenticeship /əˈpɹɛn.tɪs.ʃɪp/
Les sons difficiles pour les francophones :
- /h/ — il se souffle, il n’est pas muet: haul /hɔl/, humble /ˈhʌmbəl/, deadhead /ˈdɛdhɛd/, harsh /ˈhɑɹʃ/
- /tʃ/ et /dʒ/ — à ne pas adoucir en « ch » et « j »: procedural /pɹəˈsiːd͡ʒ(ə)ɹəl/, checklist /ˈt͡ʃɛklɪst/, checkup /ˈt͡ʃɛkʌp/, fluctuation /flʌkt͡ʃuːˈeɪʃən/, cheerful /ˈt͡ʃɪɹfl̩/
- /r/ anglais — langue recourbée, sans frotter la gorge: airline /ˈɛɹˌlaɪn/, seniority /sinˈjɔɹɪti/, airbus /ˈeɹ.bʌs/, bankrupt /ˈbæŋk.ɹəpt/, procedural /pɹəˈsiːd͡ʒ(ə)ɹəl/
Comment s’entraîner avec cette vidéo
- Écoutez la vidéo en entier une fois sans parler et notez les mots que vous ne connaissez pas.
- Commencez à la vitesse 0,75×, répétez phrase par phrase, puis revenez à la vitesse normale quand cela devient facile.
- Enregistrez-vous et comparez avec l’original, en faisant attention à des mots comme airline, seniority, haul.
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.