Pratica di Shadowing: Accident Case Study: Night Falls on Final - Impara a parlare inglese con i video
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November 534 Zulu, Raleigh Tower, Raleigh Tower, 534 Zulu, Raleigh Tower, how do you hear?
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November 534 Zulu, November 534 Zulu, Raleigh Tower on guard, if you hear this transmission, 534 Zulu, Raleigh Tower.
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Just after sunset, on the evening of Sunday, October 20th, 2019, November 534 Zulu,
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a 1989 Piper Saratoga was nearing Raleigh-Durham International Airport.
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The flight had departed from Columbus, Georgia more than three hours earlier.
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On board the pilot and his wife heading to North Carolina for a vacation.
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That night Raleigh was reporting marginal VFR with 10 miles of visibility
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but a stubborn layer of clouds lay close to the ground.
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The pilot had more than 2,900 hours of total flight time, an instrument rating, and a valid Class III medical certificate.
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He had filed an IFR flight plan for the 370 nautical mile journey and anticipated arriving in Raleigh around 7 p.m.
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He checked in with Raleigh for the first time at 6.25 p.m.
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He was traveling at 4,900 feet and requested the RNAV GPS approach into the airport's 7,500 foot-long runway 5 right.
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The other, Five left was closed at the time.
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Okay, 34Z, I have Mike.
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I was set up for R-NOW-5.
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Is that possible?
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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.
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We'll try to work in there.
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Okay, well, I'll set it up for R-NOW-32.
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34Z.
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Runway 32 is the shortest of Raleigh's three runways, just 3,570 feet long, oriented toward the northwest.
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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.
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Local pilots say that 3-2 is the common runway assignment for this kind of GA flight.
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The controller directs November 534 Zulu's pilot to the initial approach fix for the RNAV approach on runway 3-2, CONCHA.
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The pilot appears to be unfamiliar with it.
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There is
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a 30 second pause.
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At 6.38 p.m.,
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the controller instructs the pilot to descend to 4,000 feet.
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The pilot repeats and complies with that instruction.
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A minute later, ATC clears the aircraft for the approach to runway 32.
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And once again, the pilot sounds unsteady.
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We're at 3400.
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You are six miles from Conca.
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Maintain 4,000 until Conca.
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Clear the RNAV GPS 32.
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Maintain 4,000 to Conca.
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And clear for the GPS 32 approach.
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3400. Thank you.
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And the wind's actually been favoring 32.
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I appreciate you working with us there.
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The wind's now 330 at 6.
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If I'm reading this chart correct, the minimum altitude over our nose is 3400.
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Roger.
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So just 4,000 until Conca.
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Then you can start your descent.
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November 534 Zulu proceeds and is handed off to Raleigh Tower.
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He says that he is on the 3-2 approach.
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The controller clears the flight to land.
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But then things begin to fall apart.
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On the approach, 3-4 Zulu.
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I need to climb.
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My GPS approach just shut off.
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Okay, November 534 Zulu.
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Maintain 3,000.
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Somehow, the aircraft is 90 degrees off course.
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Before Zulu, can you tell me what my heading is 236?
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Your current heading does appear to be on a 230 heading.
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Just maintain 3,000 for now.
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340, 3,000.
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Are you IMC currently, November 5340?
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I am IMC.
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I'm trying to climb over it.
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Maintain 3,000 and we'll get you re-sequence.
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It is 6.52 p.m.
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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.
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Soon after that, it points east.
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The controller begins to hand the flight over to a different frequency.
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N534Z, contact Raleigh approach on 125.3, flighting 140.
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I'm having trouble with 145 heading.
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140, okay.
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Okay, what are you showing as a current heading, 340?
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N534Z, you still on approach for anything?
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Approaching the tower?
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I'm on the tower.
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Okay, what are you showing as your current heading?
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101, 340.
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It does appear to be about a 100 heading.
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Can you fly heading 140?
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I can, but I'd like to climb and get above this IMC.
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I'm just glad by IMC.
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Climb, maintain 4,000 for number 340.
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And that was 140 on the heading?
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Affirmative 140 and maintain 4,000.
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But the Piper never turns to 140.
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ATC tries to get in touch with 34Zulu twice.
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The pilot responds to the second call.
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Uh, well, I approached you.
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I don't know what happened, man.
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Right here, there's a...
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This is where my autopilot shut off.
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34Zulu, no problem.
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Looks like you're trying to nose-nake at this time.
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Is that correct?
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34Zulu, um... And, um...
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Let me figure out what's going on here.
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The controller notices something is seriously wrong.
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He adopts a new tone.
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34Z, roger.
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And just four heading of 050.
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050 for now.
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And we'll let you get settled and set up, and then we'll bring you back in, okay?
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34Z, roger.
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The flight path continues to appear erratic.
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November 534 Zulu climbs to 4,400, and the controller reminds the pilot to return to his assigned altitude of 4,000 feet.
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Two minutes pass.
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It's now 6.59 p.m., and it is almost completely dark over North Carolina.
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The controller tells the overstretched pilot that he is flying northbound and about 500 feet too high.
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He leaves the aircraft at that altitude to try to make things easier on the pilot, who is now clearly struggling with spatial disorientation.
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Never murdered.
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3-4-0.
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Just lean team 4,400 in the table.
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3-4-0.
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Make that 4,000.
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3-4-0.
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4,400, please.
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4,400.
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And what was the heading you gave me?
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3-4-0.
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0-5-0.
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50 heading, please.
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The controller does his best to try to untangle the situation.
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His voice is calm.
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He speaks slowly.
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Still, it gets worse.
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Sino, 340.
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340. It's just off the right side there.
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When able, proceed direct to Sino.
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The pilot acknowledges, but about a minute later, the controller asks if the pilot found the waypoint.
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The pilot answers, I'm putting it in.
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After another minute, the controller checks in again.
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340, do you have it in yet?
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Do you want me to start turning you back towards it?
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I do have it in.
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I'm turning to the right.
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It looks like it's a 231 heading.
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34Z, thank you.
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When able, maintain 4,000.
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But it seems that the pilot again is lost.
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34Z, I tell you what, it looks like Senna's just off to your right side there.
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Matt, you missed it a little bit, but that's okay.
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Let's just fly in the 230 and look up NOSIC.
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I'm going to give that to you next, and then we're going to fly straight in over NOSIC.
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3400, roger.
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3400, go ahead and read that back for me.
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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.
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The controller continues to vector November 534 Zulu toward the approach.
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He directs the pilot to a heading of 190 degrees first,
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then tells him to turn slightly right to 230 so that the aircraft can capture Nosek.
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Following that waypoint, he instructs the pilot to turn to 320 for the direct straight-in approach on Raleigh's runway 32.
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The pilot acknowledges all of these calls.
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The controller clears November 534 Zulu for the RNAV GPS runway 32 approach,
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maintaining 3400 until NOSIC, three miles away.
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The pilot also acknowledges this call correctly.
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The time is now 7.17 p.m and the pilot has been flying this approach for 40 minutes.
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The pilot heads toward runway 32.
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He asked for the cloud ceiling.
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According to the current METAR, there were clouds at 1,000 feet.
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The controller promises to get a PIREP to confirm.
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Shortly thereafter, the pilot announces that he just broke out of the clouds.
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But his current altitude at the time indicates he may have been mistaken.
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I'm looking for the runway.
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A lot of lights here.
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340, low altitude alert.
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Maintain 2,000, please.
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2,000.
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342, the airport's 12 o'clock in 900 miles.
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Do you have an in sight?
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Believe it.
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Do I think I see the beacon?
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342, roger.
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Okay, if you've got the runway you are, clear visual approach runway 32.
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I might do it on altitude of 1,400.
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342, your altitude, it's fine.
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If you have the airport in sight, if you have 32 in sight, you can do a visual approach.
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You're clear for a visual approach runway 32.
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The only thing I see is the beacon.
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Okay, 34Z, we're going to turn the lights up to see if you can see the runway.
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34Z, do you have the airport in sight?
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I don't have the runway lights, I'm sorry.
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I have the beacon, I believe.
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34Z, the lights are up right on 32.
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Let me know if you can get it in sight.
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34Z, I think it's coming in now.
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November 534 Zulu is handed off to Raleigh Tower on 127.45.
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The pilot tells the tower controller that he finally has the runway in sight.
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But November 534 Zulu never lands in Raleigh.
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November 534 Zulu, Raleigh approach.
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534 Zulu, Raleigh approach.
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How do you hear?
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November 534 Zulu, Raleigh tower, Raleigh tower.
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534 Zulu, Raleigh tower.
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How do you hear?
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November 534 Zulu, November 534 Zulu, Raleigh tower on guard.
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If you hear this transmission, 534 Zulu, Raleigh tower.
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A search and rescue effort was launched immediately after the aircraft disappeared from radar screens.
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But the wreckage of the white Piper Saratoga with the blue
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and gray stripes was not found until 10 a.m the next morning.
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It had cut a swath through the tall trees of William B.
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Umstead State Park, a 5,600-acre nature preserve off the east side of the airport property.
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The wreckage path was about 400 feet long and 50 feet wide on a heading of 315 degrees,
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just over a mile southeast of the threshold of runway 32.
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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,
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with the rest of the fuselage coming to rest close to a trail.
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Branches found along the wreckage path had smooth angular cuts and dark paint transfer marks.
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The wing's flaps appeared to be retracted.
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The National Transportation Safety Board determined the probable cause of the accident, which claimed the lives of the pilot and his wife,
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was his failure to maintain a safe glide path during final approach to the runway.
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In addition, the pilot's lack of recent instrument flight experience.
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The last recorded instrument approach in his logbook was in January 2019, almost 10 months prior to the accident.
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Additionally, the last time he flew at night was in November of 2018.
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It means he was not current
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or proficient to act as pilot in command for a flight carrying passengers at night and in instrument meteorological conditions.
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Shortly before reaching his journey's end,
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he found himself in an exceedingly challenging situation as he navigated the final phase of a three-plus-hour flight in darkness.
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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.
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Fatigue can quickly lead to mistakes.
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He might have programmed his avionics incorrectly, entered the wrong barometric pressure into his altimeter, or perhaps he shut off the autopilot himself inadvertently.
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The accident chain likely started when air traffic control gave this pilot a different runway assignment than the one he was expecting.
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Not only can that cause immediate confusion and anxiety, but quickly reprogramming the avionics suite requires a level of mastery
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and a thorough understanding of the systems that he likely could not call up at that moment.
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That said, early on the controller did give him the opportunity to reject the approach to runway 32.
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He told the pilot, It would help if you could take 32 if not, we're trying to work in there.
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We learn during flight training that the pilot in command has the final say when it comes to the safety of flight.
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This pilot should have let the controller know that runway 32 would not be a viable, safe option for him at that moment.
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But we also must ask ourselves, what could ATC have done differently?
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The pilot tells ATC that his altimeter shows him at 1400 feet MSL,
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which is more than 1000 feet below the published approach path and asks, How am I doing on altitude?
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The controller tells him, You're altitude, it's fine.
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When clearly it wasn't. In addition,
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November 534 Zulu's speed fluctuations indicate the pilot was behind the airplane during much of the last phase of the flight.
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That means he was reacting to events instead of anticipating them, probably due to his high workload.
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The final link in this accident chain came with the pilot's
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search for visual cues on final approach in an environment that misled him.
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A dark, featureless foreground followed by a brightly lit airport can create a powerful illusion of being high on approach
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when the opposite is true.
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Probably overwhelmed and exhausted, he descends into the trees, coming to rest just a mile from his destination.
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This accident did not begin with a single bad decision.
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It began with a shift from a planned and prepared arrival to an unexpected one, late in the flight and under encroaching darkness.
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Each additional task, reprogramming avionics, managing degraded automation, navigating unfamiliar fixes,
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and flying through fickle instrument conditions, all subtly increased the pilot's workload.
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What makes this sequence especially instructive is how it exposed the difference between experience and readiness.
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The pilot's total flight time, almost 3,000 hours, suggests he was capable.
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But it is recency, more specifically proficiency, that determines mental capacity under stressful conditions.
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Safety margins are rarely lost all at once.
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are spent quietly, step by step, until there's nothing left to absorb the next error.
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Vocabolario e note di pronuncia per questa lezione
Questo video contiene 237 frasi e 2217 parole da ripetere con lo shadowing. Il parlato dura 17:00. Chi parla mantiene un ritmo costante di circa 130 parole al minuto, comodo per lo shadowing. Solo il 77% delle parole rientra nelle 3.000 più comuni dell’inglese, quindi il lessico è impegnativo.
Vocaboli chiave di questo video
15 parole del video che vale la pena imparare, con pronuncia e significato:
| Parola | Pronuncia | Significato |
|---|---|---|
| runway sostantivo | /ˈɹʌnweɪ/ | pista, sentiero |
| controller sostantivo | /kənˈtɹoʊlɚ/ | controllore, revisore |
| instrument sostantivo | /ˈɪnstɹəmənt/ | strumento |
| climb verbo | /ˈklaɪ̯m/ | arrampicare, scalare |
| cloud sostantivo | /ˈklaʊ̯d/ | nuvola, nube |
| acknowledge verbo | /əkˈnɑ.lɪd͡ʒ/ | riconoscere, ammettere |
| beacon sostantivo | /ˈbiːkən/ | segnale, fuoco di segnalazione |
| shortly avverbio | /ˈʃɔɹtli/ | subito |
| indicate verbo | /ˈɪndɪˌkeɪt/ | indicare |
| sequence sostantivo | /ˈsiː.kwəns/ | sequenza |
| darkness sostantivo | /ˈdɑɹk.nɪs/ | buio, oscurità |
| proceed verbo | /pɹəˈsid/ | procedere |
| fatigue sostantivo | /fəˈtiːɡ/ | stanchezza, affaticamento |
| anticipate verbo | /ænˈtɪs.ɪ.peɪt/ | anticipare |
| navigate verbo | /ˈnæv.ɪ.ɡeɪt/ | seguire, dirigere |
I phrasal verb che sentirai
| Parola | Pronuncia | Significato |
|---|---|---|
| fall apart verbo | cadere a pezzi | |
| figure out verbo | scoprire, rendersi conto | |
| go ahead verbo | /ˌɡoʊ əˈhɛd/ | procedere, andare avanti |
| set up verbo | /ˌsɛt ˈʌp/ | preparare, installare |
Pronuncia a cui fare attenzione
Chi parla usa 30 contrazioni e forme ridotte, come I'm, we're, we'll. Pronunciale nella forma breve, così come le senti.
- I suoni “th”: smooth /smuːð/, southeast /sawˈθɪjst/, northwest /nɔɹθˈwɛst/, threshold /ˈθɹɛʃ(h)oʊld/, thereafter /ˌðɛɹˈæf.tɚ/
- I suoni “sh” e “zh”: shortly /ˈʃɔɹtli/, transmission /tɹænsˈmɪʃən/, capture /ˈkæp.(t)ʃɚ/, vacation /veɪˈkeɪ.ʃən/, destination /dɛstɪˈneɪʃən/
- Parole lunghe — attenzione all’accento: anticipate /ænˈtɪs.ɪ.peɪt/, unfamiliar /ˌʌnfəˈmɪli.ə(ɹ)/, anxiety /æŋˈzaɪ.əti/, certificate /səˈtɪf.ɪ.kɪt/, destination /dɛstɪˈneɪʃən/
Come esercitarsi con questo video
- Ascolta tutto il video una volta senza parlare e annota le parole che non conosci.
- Fai shadowing frase per frase a velocità normale, ripetendo ognuna finché il tuo ritmo coincide con quello di chi parla.
- Registrati e confronta con l’originale, facendo attenzione a parole come runway, controller, instrument.
La grammatica di questo video
Le strutture che chi parla usa di più, con le parole esatte del video:
| Struttura | Nel video |
|---|---|
| Forma passiva be + participio passato — conta ciò che accade, non chi lo fa | was closed · was set · is handed |
| Present perfect have/has + participio passato — un’azione passata che conta ancora adesso | has reversed · have done |
Cos'è la tecnica dello Shadowing?
Shadowing è una tecnica di apprendimento delle lingue supportata da studi scientifici, originariamente sviluppata per la formazione dei traduttori professionisti e resa popolare dal poliglotta Dr. Alexander Arguelles. Il metodo è semplice ma potente: ascolti un audio in inglese di madrelingua e lo ripeti immediatamente ad alta voce — come un'ombra che segue il parlante con un ritardo di solo 1–2 secondi. A differenza dell'ascolto passivo o degli esercizi di grammatica, lo shadowing costringe il tuo cervello e i muscoli della bocca a elaborare e riprodurre simultaneamente i modelli di discorso reale. La ricerca dimostra che migliora significativamente la precisione della pronuncia, l'intonazione, il ritmo, il discorso connesso, la comprensione dell'ascolto e la fluidità del parlato — rendendolo uno dei metodi più efficaci per la preparazione alla prova di speaking dell'IELTS e per la comunicazione reale in inglese.