之前在網(wǎng)上看到一篇介紹飛行員如何保證飛行安全的文章。文中采訪了幾十位國外有著豐富飛行經(jīng)驗的杰出機長，他們都以近30年的飛行零事故率完成了自己的飛行生涯并安全退休。文中總結了他們近30年安全飛行生涯的寶貴經(jīng)驗，并分為三個大的方面加以詳細闡述。
實事求是的說，文中所列的經(jīng)驗非常值得廣大的飛行人員學習和借鑒。很多文中所述內(nèi)容也是譯者本人日復一日實踐著的非常行之有效的經(jīng)驗。不管你是經(jīng)驗豐富的飛行教員或機長，還是航空公司各階段的副駕駛，仔細閱讀完本文，相信你一定能有所收獲或得到共鳴。
“弗敢專也，必以分人”。本篇文章來自美國的飛行雜志，我將全文逐段翻譯出來(沒有任何刪減）分享給大家。為方便大家理解，文中有直譯也有意譯，同時附上英語原文。如有不對之處，也請大家不吝指正。
WHAT MAKES A PILOT 'STREET SMART' ABOUT FLYING ?
Original idea from United Airlines (Safetyliner)
如何成為一名安全的飛行員？
What makes a pilot 'street smart' about flying? By 'street smart' we mean: awareness of the essential aspects of flying; ability to know where and when to find critical information; ability to detect and compensate for the mistakes of others; ability to avoid the subtle traps and pitfalls found in the flying environment; and ability to complete a 30-year career without any accidents or serious incidents. Thousands of pilots do this each year - complete a very successful 30-year career without a single incident or accident. Is this just luck, or are there specific identifiable reasons for these superb records?
如何成為一名安全的飛行員？什么是“Street Smart” ，這個短語的本意是指“可以搞定任何潛在困難和威脅的街頭處事智慧”，引申到航空界 - 簡而言之，他們是：
1.飛行重要環(huán)節(jié)的情境意識；
2.知道在哪里和何時獲取關鍵信息的能力；
3.發(fā)現(xiàn)和彌補他人錯誤的能力；
4.避免掉入飛行中不易察覺的威脅和陷阱的能力；
5.完成30年的職業(yè)飛行生涯且不發(fā)生任何嚴重事件或飛行事故的能力。
造就這些卓越的飛行紀錄，僅僅是靠運氣嗎？還是其中有一些特別的可以識別的因素呢？
To find the answer to this question, Safetyliner conducted some years ago a telephone survey with selected pilots in the industry. Each pilot had at least 25 years of experience. Our group included pilots from six countries and from airframe manufacturers, NASA test pilots, military pilots, UAL line pilots, Chief Pilots, Fleet Captains and instructors. In each case they posed the following questions, and then let the interviewee respond as he or she saw fit.
為了找到這個問題的答案，Saftyliner幾年前在業(yè)界進行了一次針對飛行員群體的電話采訪。每一位受訪的飛行員都有著至少25年的飛行經(jīng)驗。受訪飛行員群體來自6個國家，有飛機制造商試飛員、NASA試飛員、軍方飛行員、美聯(lián)航飛行員、總飛行師，和其它一些機長和飛行教員。在每一個受訪案例中，作者提出以下問題，由每位受訪者適情作出回答。
1) What, in your opinion, makes a pilot 'street smart' about flying?
在你眼中，是什么成就了一名安全的飛行員？
2) To what do you attribute the fact that you have never had an accident?
對于你一直沒有發(fā)生過飛行事故，你會歸究于什么原因呢？
3) Will you share with Safetyliner's readers your thoughts, techniques or strategies which have helped you achieve this excellent safety record?
你愿意和讀者一起分享關于你是如何保持優(yōu)秀安全記錄的?些想法、技術以及策略嗎？
4) Are there any systems or factors which you consider more important than others?
關于??安全，你認為哪些系統(tǒng)或者因素相對其它因素而言更重要呢？
5) Do you consciously monitor any particular areas to increase your awareness of critical safety items?
你會有意地去監(jiān)控一些特別的區(qū)域，以增加關鍵安全項目的的情境意識嗎？
6) If you were to advise a new, minimal experience Captain about how to avoid the pitfalls of flying, what would you tell him or her?
如果要讓你給一位缺乏經(jīng)驗的新機?去講解如何避免?行上的一些陷阱，你會告他什么呢？
Safetyliner was surprised that the answers covered a very wide spectrum of topics; therefore, they grouped the responses into three categories :
Saftyliner驚訝于調(diào)查得出的答案，它涵蓋了?常?闊的話題內(nèi)容。因此，他們對于這些反饋作出了以下三種分類：
Attitude or Mind Set - a predisposition to do things in a certain way.
態(tài)度和思維模式 - 以一種特定方式做事的傾向。
Teamwork, Crew Coordination, and Crew Interaction.
團隊合作，機組協(xié)作和機組互動。
Awareness - individual techniques and strategies, specific items to monitor.
情境意識 - 個人技術和策略，對特定項目的監(jiān)控。
The responses are not ranked or put into any particular order and are presented as close to the original comment as possible. Many of the responses were very similar, in which case Safetyliner selected the most comprehensive comment.
這些答案的排列并沒有排名或者選擇特定順序，編者只是盡量使呈現(xiàn)出來的描述與受訪者的描述接近。?面有很多的答案是?常類似的，因此，編者只是綜合地選擇了一些最能客觀表現(xiàn)的描述呈現(xiàn)出來。
一 ：ATTITUDE - MIND SET
態(tài)度-思維模式
There's almost nothing that needs to be done in a hurry in an aircraft.
在飛機上，幾乎沒有任何需要匆忙完成的事情。
Plan ahead for normal events and be prepared for unexpected contingencies.
對正常操作要提前規(guī)劃，對非正常事件要有所準備。
Pay attention to your sixth sense. If something feels wrong, it probably is.
關注你的第六感覺。如果感覺有什么不對勁，八成就是了。
Develop an assertive attitude and openly communicate concerns to other crewmembers.
建立堅定的態(tài)度，并和機組成員搭建一個開放的交流共同關切問題的平臺。
Keep your options open - never become committed to a single course of action with a high degree of risk.
保持開放性的選擇 - 永遠不要鉆牛角尖，避免造成更大風險。
The way to be safe is never to be comfortable.
保證安全的?作方式通常都不會很舒服。
If you are getting rushed or overloaded, slow down even if it means delaying pushback, delaying takeoff or even holding.
如果陷入忙亂、或感覺任務超過負荷，把節(jié)奏降下來！即使這樣意味著延遲推出開車、延遲起飛、甚至是原地等待。
Flying must be the focus of your interest; you must want to do a good job. Stick to Standard Operating Procedures unless they are obviously inadequate.
飛行事業(yè)必須成為你的興趣關注點，要有做好這份工作的愿望。嚴格遵守標準操作程序（SOP），除非有些程序已經(jīng)明顯不合時宜。
Return to basics if you become confused.
當你陷入迷惑時，回歸本源（飛機姿態(tài)、推力等原始數(shù)據(jù)）。
Maintain a healthy level of suspicion.
保持一個適度的懷疑水平。
Even though pilots sometimes like to give the opposite impression, a true professional is responsible, diligent and studious.
盡管?行員有時會給你?個截然相反的印象，但作為一個職業(yè)飛行員必須是有責任感的、勤?的和專注的。
Eliminate distractions and maintain an alert, vigilant mental state.
避免注意力分散，保持一個警覺、謹慎的精神狀態(tài)。
Avoid complacency; the minute you think something won't hurt you - it will!
不要驕傲自滿；當你認為某事不會對你帶來傷害時，結果往往會出乎你的意料。
Never go on a flight with a head full of problems; leave them on the ground or stay on the ground yourself.
當你滿腦子都是其它問題（諸如戀人、家庭、生活等矛盾問題）時，不要參加飛行；要么先放下這些事情，要么請假休息一段時間。
Be especially vigilant when everything is going well. For example, the difficult approaches like CRW, SAN, MDW, HKG, or poor students (if you instruct) won't hurt you since you are already alert and aware of the risk. You must resist the tendency to become complacent when everything looks normal.
當所有事情都進展良好的時候要特別保持警惕。例如，在一些比較難飛的諸如CRW, SAN, MDW, HKG機場進近時、或是在帶飛學員時你一般會應對的很好，因為你了解背后的風險并做了相應的準備。但當一切看起來都很正常的時候，你必須克服讓你變得自滿的情緒，危機往往在此時出現(xiàn)。
Be open minded to constructive criticism.
對建設性的批評意見要持開放態(tài)度。
Always fly in the same standard way regardless of whether it is a normal line flight, an enroute check, or a proficiency check.
無論是日常的航線?行、航線檢查或是熟練檢查，都要用同樣的標準去要求?己。
The common thread among all survivors is common sense.
常識是所有幸存者的共同思維。
The things that get pilots in trouble are incorrect premises and fixation.
使飛行員深陷麻煩的是：錯誤的前提和注意力固著。
Don't become complacent; sit on the edge of your seat; never take anything for granted; never become relaxed; question everything; stay alert.
不要自滿；保持一定的興奮度；不要覺得一切理所當然；不要過于放松；經(jīng)常發(fā)問；保持警覺。
Never assume anything, but verify and cross-check all critical information.
不要假設任何事情，你需要做的是核實和交叉檢查所有關鍵信息。
A pilot must be able to adapt; no two situations are the same.
飛行員必須要有適應能力；沒有任何兩種完全一樣的境況。
二:TEAMWORK-CREW COORDINATION-CREW INTERACTION
團隊合作 - 機組協(xié)作 - 機組互動
Share information with your crew. To the extent that you share information with them, they will share information with you and tell you if you have made a mistake.
和你的機組分享信息。做到自然的和機組分享信息，這樣他們也會跟你分享信息并且會指出你所犯的錯誤。
Don't try to do everything yourself.
不要試圖一個人去完成所有的事情。
Use SOP's so everyone knows what to expect.
執(zhí)行標準操作程序，這樣每個人都能知道預期執(zhí)行的程序。
Surprises are nice on birthdays and Christmas, but have no place in aviation. Let everyone know what you are thinking, planning, and doing.
意外和驚喜在?日派對和圣誕節(jié)時是令人愉快的，但航空界不歡迎意外！一定要讓機組成員知道你在想什么、預計做什么和正在做什么。
Always question; don't assume.
要去多質(zhì)疑，不要去假設。
The first thing the Captain should do is to mold the crew into a team.
機長的首要任務是塑造一個團隊。
Briefings are very important; talk through what you are going to do; everyone should participate.
飛行簡令非常重要；對你將要做的事情進?講解，讓每個機組成員參與其中。
Use your crew; frequently I have found another crewmember has just the information I need.
利用起你的機組成員；你會發(fā)現(xiàn)他往往能提供你所需要的信息。
Evaluate the people you fly with - to understand and compensate for their strengths and weaknesses.
評估你的機組成員 - 了解他的優(yōu)勢，彌補他的劣勢。
Maintain redundancy in the cockpit. The pilot not flying must cross-check the actions of the pilot flying and bring discrepancies to his attention.
保持駕駛艙內(nèi)的安全冗余。PM必須交叉檢查PF的所有動作，并指出他的程序偏差。
Communication among the crew, and especially with ATC, is critical in today's saturated ATC system.
機組之間的交流，特別是和ATC之間的通訊，在當前飽和的空域環(huán)境中尤其重要。
三:AWARENESS - TECHNIQUES - STRATEGIES
情境意識 - 技術 - 策略
It is important to have mentally prepared strategies to deal with critical operational situations. For example, if you lost an engine in a B-767 at 30 degrees West, where would you go? What if you were in a B-747?
對可能發(fā)生的重大飛行狀況要有心理和策略上的準備，這一點非常重要！例如，你駕駛波音767在西經(jīng)30度出現(xiàn)一發(fā)失效，你會飛向哪里備降？如果是一架波音747又該如何處置？
Flying safely is effectively managing change. The items which I monitor vary with whatever is changing. For example, before beginning to taxi, I think about the risks and problems associated with taxiing. Items like - receipt and dispatch procedures, maximum breakaway thrust, taxi route, wingtip clearances, avoiding runway incursions, etc. Before takeoff, I review the performance data, RTO procedures, engine-out procedures, the departure route and terrain proximity. Any time something changes - and it can be a small item like a 4,000 ft altitude change or cross- feeding fuel - there are new risks which must be monitored and managed. My briefings also focus on whatever is changing so there will be total crew awareness.
安全飛行是一個有效管理變化的過程。監(jiān)控任何變化的參數(shù)。例如，滑行之前考慮的是滑?期間潛在的風險和問題 - 例如放?許可和程序、最大的起始滑行推力、滑?路線、翼尖間隔和避免跑道入侵等等。起飛前，重溫性能數(shù)據(jù)、中斷起?程序、單發(fā)程序、離場航路以及地形避讓。任何時候出現(xiàn)的一些變化，例如小到像4000ft的高度變化或者燃油交輸平衡，都會是一個新的風險點，必須加以監(jiān)控和管理。飛行簡令也要關注變化的參數(shù)，從?使整個機組成員有統(tǒng)?的情境意識?！?/span>
Pilots should give equal priority to landing or going around. Never assume that any approach will end in a landing.
??員要給予“著陸和復?”同要重要的關注。永遠不要認為任何進近都將以著陸作為結束。
Know what data is driving the flight director bars and always monitor and believe the raw data.
要知道是什么數(shù)據(jù)驅(qū)動飛行指引儀的移動，且持續(xù)監(jiān)控和相信飛機的原始數(shù)據(jù)。
Awareness is the sum total of a lot of little things which vary with the phase of flight. For example, prior to taxiing, I review the taxi route in relation to the active runways; prior to taxiing onto the takeoff runway, I clear the approach path (one time in 38 years of flying there was an aircraft on a 1/4 mile final); prior to beginning descent, I review my fuel options; prior to landing I calculate where the glide slope intersects the runway and the length of remaining runway. These things are not taught in training - you must figure them out yourself.
情境意識就是所有隨著?行不同階段而變化的細節(jié)的集合。例如在滑行之前，預習滑?路線與現(xiàn)用跑道之間的關系；在進入跑道之前確認五邊是否清潔（在38年的飛行生涯中，我遇到過一次在得到進跑道指令后發(fā)現(xiàn)跑道5邊1/4海里處有一架飛機的情況）。在下降前，再次確認燃油狀況；在降落前計算預計的接地點以及落地后跑道的剩余長度。飛行訓練中教員不大會教你這些東西，這都需要你?己學習和總結。
Detailed knowledge of the Flight Management System (FMS) is essential in all glass-cockpit aircraft.
必須知曉飛行管理系統(tǒng)（FMS）的所有知識點，這在現(xiàn)代化的駕駛艙環(huán)境中尤其重要。
Develop a rule of thumb for validating V2 and VREF on every takeoff and landing.
建立一個驗證 V2 和 Vref 速度的經(jīng)驗法則。
During overwater operations, fuel, or lack of it, can quickly limit your options and should therefore be considered a critical system.
跨水運行中，燃油量的多少、或出現(xiàn)燃油不?情況，都將極?限制你的飛行選項，所以監(jiān)控燃油消耗在此時尤為關鍵。
Trouble can begin when the wheels touch the runway; yet everybody seems to relax then.
每個人幾乎都會在飛機接地后松一口氣，實際上麻煩卻有可能在飛機機輪接觸到跑道之后才剛剛開始。
Pay special attention to memorizing all of the FMS applications. It is important during critical phases of flight to be able to quickly get the information you need without thinking about how to do it.
特別注意：要掌握FMC的所有使?方法。因為在處于飛行的關鍵階段時，你需要快速的從FMC中獲取所需的信息，?不是此時還要考慮如何操作FMC。
Controlled Flight Into Terrain (CFIT), runway excursions, runway incursions, and high speed RTO's are the greatest safety risks in aviation today.
可控撞地、跑道入侵、沖/偏出跑道和高速中斷起飛是當今航空界的最大安全風險。
Before each flight, I typically spend about one hour at home reviewing the route and airport information. If it is my first flight into an international airport, the time required will be 2-4 hours.
在每?次?行前，我會花大約一個小時預習航路和機場信息。如果第一次執(zhí)飛某個國際航班，準備時間需要兩到四個小時。
During international operations, pay particular attention to the meticulous details of navigational procedures.
在國際航班運行中，要一絲不茍的對待導航程序的細節(jié)內(nèi)容。
Maintain a terrain awareness and a general knowledge of the topography over which you are flying.
保持對地形的情境意識，并對所飛躍的地貌有一個大概的了解。
Commit SOP'S, limitations and emergency procedures to memory, to free up mental capacity to deal with unforeseen events - the more you know, the more time you will have.
熟知標準操作程序（SOP)、限制值和應急程序，以留出更多的精力去處置飛行中不可預見的情況 - 你知道的更多，處置緊急情況的時間會越充裕。
After each flight or proficiency check, I debrief myself and record items I want to change in a notebook. The act of writing it down causes me to memorize the change.
每次航班后或熟練檢查后，都要做自我講評，把認為需要作出改進的項目記在筆記本上。筆記會幫助自己熟記需要改進的內(nèi)容。
Know where you want to be, where you are, and where you are going.
知道你想要去哪里，你現(xiàn)在在哪里，和你現(xiàn)在飛向哪里。
The Captain must always be able to recognize the onset of inattention in himself or his crew.
機長必須能夠識別出自己或機組成員開始出現(xiàn)心不在焉的跡象。
You don't know what you don't know. The secret of a long, safe flying career is to reduce the 'don't know' category as much as possible.
你不知道“你不知道的東西”。一個長期安全飛行生涯的秘訣是盡可能的減少你所不知道的東西。
Don't touch a switch without looking and knowing what, when, and why you want to move it.
在你沒有注視著某個開關，或是不知道如何操作、什么情況下去操作、或為什么去操作這個開關時，切記不要去動它。
Be totally aware of what is around you, particularly during takeoff and landings.
對你周圍的環(huán)境要有全面的認識，特別是在起飛和著陸階段。
The very best pilots I have checked out have consistently demonstrated the ability to see the big picture and not become fixated on anything. Even during approaches in minimum weather conditions, they don't become 'locked' on the gauges until inside the outer marker.
我檢查過的最好的??員可以始終如?的展現(xiàn)出良好的全景意識，他們不會將注意力固著于任何單一情況。即使是在最低天?標準的進近過程中，他們的注意?也不會固著在儀表上，直至飛越遠臺。
It seems to me there are three levels of awareness: The first is the awareness which comes from completing a typical transition course - systems knowledge, SOP'S, normal, irregular, emergency procedures, and initial operating experience. Next is the awareness which comes from information from others - asking questions, inquiry, crew coordination, CLR, etc. Finally comes the awareness which comes from continually reading the books and manuals; figuring out the traps of flying; and developing personal strategies, techniques and habit patterns to deal with them. This third area is the most difficult and requires considerable personal commitment and discipline.
情景意識有三個層次：第一，最基本的情境意識來源于你完成的特定的機型訓練 - 系統(tǒng)知識，標準操作程序，正常、非正常，應急程序和初始操作經(jīng)驗。第二個層次是通過來自它方面信息建立的 - 提問、探究和機組協(xié)作等。第三個層次來源于持續(xù)的閱讀書籍和飛行手冊；發(fā)現(xiàn)并解決飛?中可能遇到的陷阱；建?個人的策略、技術和習慣模式以解決和處理問題。第三個層次是最難的，它需要相當大的個?擔當和紀律約束?！?/span>
You don't have time to make all of the mistakes, so you have to learn from others. I review all accidents and ask myself what would I have done? How could I have avoided the accident?
沒有人可以經(jīng)歷所有的錯誤，所以你需要學習別人的經(jīng)驗教訓。研究所有的?行事故并捫心自問：假如發(fā)?在自己身上會怎么去做？怎樣才能避免此次事故的發(fā)?？
If anything is out of the ordinary or if the aircraft is not performing the way you think it should, check it out.
如果出現(xiàn)不尋常的狀況、或者飛機沒有按照你預想的那樣去?，立即檢查并找出問題所在。
Develop effective listening skills including the ability to filter out lower priority information and return to it later.
建立有效的聆聽技能，包括過濾次級重要信息并延遲解決的能力。
Listen to others and find out how they do things - then re-evaluate your own habit patterns.
聆聽和發(fā)現(xiàn)他人做事的方式 - 然后再重新評估自己的習慣模式。
Always have both a plan and a contingency plan. For example, I review destination and alternate airport weather an hour before landing and then calculate the required fuel from the primary holding fix to the runway and then to the alternate airport.
始終準備一個主計劃和備?計劃。例如，我會在降落前?個小時檢查?的地機場和備降場的天?情況，并計算從目的地機場盤旋等待點到跑道上，然后再飛到備降場的油量是否足夠。
If there is any doubt about an ATC clearance, I ask for confirmation from ATC.
任何時候?qū)TC的指令有疑問時，務必向ATC證實。
CONCLUSIONS
總結
We hope the above comments collectively present some insight into how a selected group of pilots have completed over 1,000 years of accident-free flying. We are not suggesting that everyone accomplish each of these techniques. The comments should be regarded as items which some pilots find useful.
希望從以上有著加起來將近1000年安全飛行零事故的飛行員群體中提煉出來的經(jīng)驗對大家有所啟示。我們并不是建議每一位飛行人員都能夠掌握這些技巧。這些經(jīng)驗可以算作為某一個群體飛行員保證飛行安全的有效方法。
It is very interesting to note that none of the responses involved the 'stick and rudder' aspects of flying. From a safety perspective, this is right on target since it is hard to think of an accident in which the pilot couldn't fly the aircraft. While the engine-out on takeoff, engine-out approach to Category 2 minimums, engine-out missed approach and non-precision approach maneuvers may be the causes of most repeated items in proficiency checks, they are not the causes of most accidents. When accidents are classified as 'pilot error,' it is almost never because of a 2 stick- and-rudder' deficiency, but rather because of some event that perhaps could have been overcome with one or more of the techniques noted above.
非常有意思的是，以上經(jīng)驗中沒有一位飛行員提到“一桿兩舵”。從飛行安全的角度來說，這是完全正確的，很難想象有哪一起飛行事故的發(fā)生是因為飛行員不會“飛起落”導致的。在熟練檢查過程中，起飛單發(fā)、2類天氣進近單發(fā)、復飛單發(fā)和非精密進近機動飛行或許是最常見的檢查科目，但它們絕對不是絕大多數(shù)飛行事故的主要原因。當一起飛行事故的原因被歸結于“機組因素”時，幾乎不會是因為機組“兩桿一舵”的操縱失誤，而上述本文中列舉的一個或多個飛行經(jīng)驗可能會幫你擺脫困境。（全文完）
Captain Chu 編后語：2018年，中國民航的飛行安全工作也出現(xiàn)了一度的起伏和反復。很多不安全事件的發(fā)生其實和機組飛行經(jīng)驗的欠缺也有很大的關系，這正是我覺得很有必要把這篇文章翻譯出來呈現(xiàn)給大家的原因。如果它最終能給大家?guī)硪恍┦斋@或啟發(fā)，這篇譯稿也就起到了它應有的價值！“他山之石，可以攻玉”。上述的飛行經(jīng)驗每一條背后都可以在以往的很多不安全案例中獲得支撐和解讀，因此每一條經(jīng)驗都適合我們?nèi)ヂ肺逗痛Α＿^一段日子再把它拿出來讀一讀，結合自己日常對飛行手冊的學習，把這些經(jīng)驗融會貫通到我們的日常的飛行工作中去。終有一天你會發(fā)現(xiàn)，做一名安全的飛行員 - 遠離甚至于杜絕飛行差錯也并不是那么遙不可及！
最后祝大家飛行順利！
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