【時評】民航,讓不懂裝懂、膽大妄為者走開!——從10起空難看福航躺噴烏龍事件

為什麼說「民航規章的每一個標點符號都是由鮮血寫成」？

其原因可以概括為：航空航天事業是人類的邊緣科學，很多道理是無法在設計過程中完全考慮到的。所謂的「飛行安全」，是被一架架先前墜毀的飛機「摔明白的」！

從某種意義上來說，民航規章，字句都是飛機殘骸，都是人命，都是鮮血，都是親人們此去經年的眼淚！

地面普通工作的規章，與將一群人拉到空中還可以保證安全所制定的規章，其對於生命的意義而言是截然不同的。因為一旦飛機升空，規章就是把握安全的唯一生命線。而這種規章維繫的生命線是「軟性」的，不像道路上的防護欄那樣可以具備物理剛性。一旦把握規章的人放鬆警惕，安全底線就很容易被人情世故所突破。而這樣人為設計的軟性思維意識防護網一旦突破，就再沒有任何人類可以掌控的科技能夠避免災難的到來。

這，就是民航業與其他行業最大的不同所在！

近些年來，一些人盲目相信民航科技的發展，為了牟取短期私利大肆突破民航法規規章制度，民航業內盲目蠻幹風甚囂塵上，對抗民航局監管的現象比比皆是。更有甚者，發展到明目張胆打擊報復對其違規行為提出規勸的局方監察員、公司負責幹部和飛行員等，這是典型的不懂民航專業的瘋狂蠻幹。

從2002年4月15日國航釜山空難至今，13年零7個月過去了，中國民航的從業人員，特別是管理者，其安全意識是增強了？還是減弱了？

應該說，從我們觀察到的一些公司大面積公開組織飛行員超時違章飛行由明轉暗的案例來看，這種安全意識從口頭上，的確增強了。但是從行動上，實際上是減弱了。不但從法規上對違法行為懲治力度嚴重不足，更是從精神上大大放鬆了警惕，認為「民航沒什麼」、「門檻很低」、「誰來都能搞」的荒唐思想逐漸佔據社會話語權的主導地位。

最近，剛剛發生的「福航躺噴烏龍事件」就是民航某一環節管理者在光天化日之下違反相應規章制度，採取業餘思維處理專業緊急狀況，造成巨大損失的典型案例。在此次事件中，不但是荒唐的現場指揮決策讓圈外人士都感覺匪夷所思，而且事後責任方各種巧舌如簧的「聲明」和狡辯，拒絕擔責和至今沒有對受害方、旅客和國人真誠道歉的無下限更是讓人觸目驚心！

民航業內充斥的門外漢目無法紀的瞎指揮風已經在全行業蔓延，再不剎車，民航安全岌岌可危！

通過以上民航法規制度條款的截圖我們不難發現，如果事發當時責任方能夠嚴格依法依規操作此次突發事件，是完全可以避免這一嚴重差錯的發生的。何況據當時在場的知情人士透露，一開始衝向國航飛機的消防車是被現場指揮硬拉回來，衝著並無險情的福航客機開噴過去的。

這再次印證了「民航只要出事了，那一定是違章了」——這一鐵律。

據騰訊新聞12月14日報導，福航遭誤噴的B-1906號737-800型客機因消防泡沫在發動機良好運轉狀態下被噴入發動機核心區，必須實施換發，損失高達1.2億人民幣。而因該飛機後續數日無法使用，所帶來20餘個航班旅客行程受到影響，社會負面損失更是難以統計。

福航12.10事件，又是一次違反規章瞎指揮，盲目蠻幹鑄大錯的民航深刻教訓。好在這次事件發生在地面，難道我們還要等真有飛機再次因違章而墜毀才去總結裡面的教訓嗎？

[轉載] 改變航空業的10起空難

Flying in a jetliner is extraordinarily safe: There has been only one fatal crash in the United States since 2008, an astounding record considering that more than 30,000 flights take off every day. How did flying get so reliable? In part, because of accidents that triggered crucial safety improvements. Here are eight crashes and two emergency landings whose influence is felt--for the good--each time you step on a plane.

　　時至今日，搭乘飛機旅行已經非常安全。2008年至今，美國只發生過一起致命的空難，考慮到美國每天有超過3萬個航班起降，可以毫不誇張地說航空業的安全水平在不斷提高，飛行是如何一步步變得如此安全的？部分要歸功於一次次空難發生後帶來的關鍵安全改進。以下是對航空安全帶來顯著改變的10起空難，這些空難發生後，航空業都認真分析事故原因不斷改進技術、程序，確保安全水平穩步提升，幫助大家享受到了更加安全的飛行。

GRAND CANYON | TWA Flight 2 and United Airlines Flight 718

　1、1956年環球航空2號班機和美聯航718號班機在大峽谷中相撞|科羅拉多大峽谷

Upgrade: ATC　

安全改進：空中交通管制系統

The accident spurred a $250 million upgrade of the air traffic control (ATC) system--serious money in those days. (It worked: There hasn't been a collision between two airliners in the United States in 47 years.) The crash also triggered the creation in 1958 of the Federal Aviation Agency (now Administration) to oversee air safety.

　

　　1956年6月30日，美聯航718航班在從洛杉磯飛往芝加哥的途中與環球航空的一架飛機在大峽谷上空發生相撞。此次空難促使民航管理當局投資2.5億美元用於升級空中交通管理系統。47年來，美國沒有發生大型飛機相撞事件。此次空難也推動了美國在1958年成立聯航航空局（FAA）以全面監察航空安全。

PORTLAND | United Airlines Flight 173

　2、1978年美聯航173號班機燃油耗盡墜毀|波特蘭

Upgrade: Cockpit teamwork

安全改進：駕駛艙資源管理

United Flight 173, a DC-8 approaching Portland, Ore., with 181 passengers, circled near the airport for an hour as the crew tried in vain to sort out a landing gear problem. Although gently warned of the rapidly diminishing fuel supply by the flight engineer on board, the captain--later described by one investigator as "an arrogant S.O.B."--waited too long to begin his final approach. The DC-8 ran out of fuel and crashed in a suburb, killing 10.

　　1978年12月28日，美聯航173號班機，一架DC-8飛機準備降落波特蘭國際機場，機上共有181名乘客，機組人員試圖排除起落架存在的一個問題卻沒有成功，飛機在機場周圍盤旋了一個多小時，儘管機上的機械師溫和地提醒機長燃油正在迅速減少，機長過了很久才開始最終的進近。這架DC-8由於燃油耗盡墜毀在郊區，造成10人死亡。

In response, United revamped its cockpit training procedures around the then-new concept of Cockpit Resource Management (CRM). Abandoning the traditional "the captain is god" airline hierarchy, CRM emphasized teamwork and communication among the crew, and has since become the industry standard. "It's really paid off," says United captain Al Haynes, who in 1989 remarkably managed to crash-land a crippled DC-10 at Sioux City, Iowa, by varying engine thrust. "Without [CRM training], it's a cinch we wouldn't have made it."

此後，美聯航根據當時最新的機組資源管理（CRM，後改為駕駛艙資源管理）的理念對其機組的培訓程序進行了修改，改變了傳統的「機長就是王道」的航空業階層觀念。CRM高度強調機組人員之間的團隊合作和有效溝通，後來整個行業都採納了這一標準。美聯航的機長Al Haynes表示「這真的是很有成效」，1989年他依靠調整引擎推力改變飛行方向，在無舵面工作的情況下操縱DC-10飛機在衣阿華州蘇城緊急迫降，機身翻覆，造成285名乘客中有111人喪生，1名乘務人員喪生。他表示：「如果沒有CRM訓練，我們幾乎不可能完成迫降。」

CINCINNATI | Air Canada Flight 797

3、1983年加拿大航空797號班機空難|辛辛那提

Upgrade: Lav smoke sensors

安全改進：洗手間煙霧探測器

The first signs of trouble on Air Canada 797, a DC-9 flying at 33,000 ft. en route from Dallas to Toronto, were the wisps of smoke wafting out of the rear lavatory. Soon, thick black smoke started to fill the cabin, and the plane began an emergency descent. Barely able to see the instrument panel because of the smoke, the pilot landed the plane at Cincinnati. But shortly after the doors and emergency exits were opened, the cabin erupted in a flash fire before everyone could get out. Of the 46 people aboard, 23 died.

　　1983年6月2日，加航797號班機，一架DC-9從達拉斯飛往多倫多，飛機飛行在33000英尺的高空。事故的最初徵兆是後方洗手間飄出的縷縷黑煙，很快濃煙開始瀰漫客艙，飛行員選擇緊急降落。由於煙霧太濃，飛行員無法看清儀錶盤，飛行員費盡力氣將飛機降落在辛辛那提。但就在艙門和緊急出口打開後不久，在所有人下機前，客艙著火了，造成機上46名人員中23名死亡。

The FAA subsequently mandated that aircraft lavatories be equipped with smoke detectors and automatic fire extinguishers. Within five years, all jetliners were retrofitted with fire-blocking layers on seat cushions and floor lighting to lead passengers to exits in dense smoke. Planes built after 1988 have more flame-resistant interior materials.

此次空難後，FAA強制要求為飛機的洗手間安裝煙感探測器以及自動滅火設備。耗時5年對所有飛機進行了改裝，為客艙的座椅增加了阻火層，在地板上安裝了緊急疏散的應急燈幫助乘客在濃煙中快速找到出口，及時疏散。1988年以後生產的飛機內飾使用了更多的阻火材料。

DALLAS/FORT WORTH | Delta Air Lines Flight 191

4、1985年達美航空191號班機空難|達拉斯

Upgrade: Downdraft detection

安全改進：風切變探測器

As Delta Flight 191, a Lockheed L-1011, approached for landing at Dallas/Fort Worth airport, a thunderstorm lurked near the runway. Lightning flashed around the plane at 800 ft., and the jetliner encountered a microburst wind shear--a strong downdraft and abrupt shift in the wind that caused the plane to lose 54 knots of airspeed in a few seconds. Sinking rapidly, the L-1011 hit the ground about a mile short of the runway and bounced across a highway, crushing a vehicle and killing the driver. The plane then veered left and crashed into two huge airport water tanks. On board, 134 of 163 people were killed. The crash triggered a seven-year NASA/FAA research effort, which led directly to the on-board forward-looking radar wind-shear detectors that became standard equipment on airliners in the mid-1990s. Only one wind-shear-related accident has occurred since.

1985年8月2日達美航空191航班，一架洛克希德L-1011飛機準備在達拉斯沃斯堡機場降落，飛機在在800英尺的高空遇到了風切變，風切變使飛機在幾秒鐘內就失去了54節的空速造成飛機快速下降。這架L-1011在距離跑道一英裡處撞到地面並在高速路上反彈，撞上了一輛貨車，貨車司機當場死亡，飛機迅速轉向撞上了機場的兩個大水箱，造成機上的163名人員中的134名遇難。此次空難觸使NASA和FAA進行了長達七年的研究，直接讓機載雷達和風切變探測器成為了標準裝配，此後只發生過一起與風切變相關的事故。

LOS ANGELES | Aeromexico Flight 498

　5、1986年墨西哥國際航空498號班機空難|洛杉磯

Upgrade: Collision avoidance

安全升級：防撞告警系統

Although the post-Grand Canyon ATC system did a good job of separating airliners, it failed to account for small private planes like the four-seat Piper Archer that wandered into the Los Angeles terminal control area on Aug. 31, 1986. Undetected by ground controllers, the Piper blundered into the path of an Aeromexico DC-9 approaching to land at LAX, knocking off the DC-9's left horizontal stabilizer. Both planes plummeted into a residential neighborhood 20 miles east of the airport, killing 82 people, including 15 on the ground.

儘管在大峽谷空難後，ATC系統在避免航空器相撞上起到了很好的作用，但它卻不能在小型私人飛機如派柏PA-28-181誤入洛杉磯機場終端管制區域時及時發揮作用。1986年8月31日，派柏PA-28-181進入了墨西哥國際航空DC-9飛機的進近區域後未被地面管制人員及時發現，該飛機撞掉了DC-9的尾翼。兩架飛機都在機場東側20英裡處的居民區墜毀，造成82人死亡，其中包括15名地面人員。

The FAA subsequently required small aircraft entering control areas to use transponders--electronic devices that broadcast position and altitude to controllers. Additionally, airliners were required to have TCAS II collision-avoidance systems, which detect potential collisions with other transponder-equipped aircraft and advise pilots to climb or dive in response. Since then, no small plane has collided with an airliner in flight in the United States.

空難後，FAA要求小飛機在進入管制區域後使用異頻雷達收發機向管制員通報位置和高度。此外，航空公司被要求使用TCAS II防撞告警系統，它可以識別出與裝配了異頻雷達收發機飛機的潛在衝突並及時向飛行員發出上升或下降的警告。此後，在美國沒有發生過小飛機在空中撞上大型客機的事故。

MAUI | Aloha Airlines Flight 243

6、1988年阿羅哈航空243號班機空難|毛伊島

Upgrade: Retiring tin

安全升級：加大對老齡化機隊的管理

As Aloha Flight 243, a weary, 19-year-old Boeing 737 on a short hop from Hilo, Hawaii, to Honolulu, leveled off at 24,000 ft., a large section of its fuselage blew off, leaving dozens of passengers riding in the open-air breeze. Miraculously, the rest of the plane held together long enough for the pilots to land safely. Only one person, a flight attendant who was swept out of the plane, was killed.

阿羅哈航空243號班機執飛夏威夷希洛至火奴魯魯使用，這是一架機齡19年的波音737飛機，飛機在24000英尺的高空發生爆裂性失壓，導致頭等艙部位的上半部外殼完全破損。幸運的是，剩下的機身在飛機安全降落前並沒有發生解體。只有一名乘務員被吸出機艙喪生。

The National Transportation Safety Board (NTSB) blamed a combination of corrosion and widespread fatigue damage, the result of repeated pressurization cycles during the plane's 89,000-plus flights. In response, the FAA began the National Aging Aircraft Research Program in 1991, which tightened inspection and maintenance requirements for high-use and high-cycle aircraft. Post-Aloha, there has been only one American fatigue-related jet accident--the Sioux City DC-10.

美國交通運輸安全委員會（NTSB）歸咎於裂縫氧化導致金屬疲勞，這架老齡飛機已經執行了超過89000個航班。就此，FAA從1991年開始啟動了國家老齡化機隊研究項目，提高了對老飛機的檢查和維修要求。在阿羅哈空難後，只發生過一起與飛機疲勞相關是事故即DC-10蘇城空難。

PITTSBURGH | US Air Flight 427

7、1994年合眾國航空427號班機空難|匹斯堡

Upgrade: Rudder Rx

安全改進：方向舵改造

When USAir Flight 427 began its approach to land at Pittsburgh, the Boeing 737 suddenly rolled to the left and plunged 5000 ft. to the ground, killing all 132 on board. The plane's black box revealed that the rudder had abruptly moved to the full-left position, triggering the roll. But why? USAir blamed the plane. Boeing blamed the crew. It took nearly five years for the NTSB to conclude that a jammed valve in the rudder-control system had caused the rudder to reverse: As the pilots frantically pressed on the right rudder pedal, the rudder went left.

1994年9月8日，合眾國航空的波音737客機正準備在匹茲堡國際機場的著陸，飛機突然向左轉隨即失控俯衝撞地，機上132人全部身亡。黑匣子顯示方向舵突然轉到全左位置觸發了這次俯衝。事故的原因究竟是什麼？合眾國航空歸咎於飛機本身，波音公司則認為是機組人員的失誤。NTSB耗時約5年對事故進行了全面調查，最後得出的結論是方向控制系統中的一個堵塞閥造成了方向舵的突然偏轉，排除了飛行員的因素，因為飛行員猛蹬右舵試圖重新控制飛機姿態，方向舵卻轉左。

As a result, Boeing spent $500 million to retrofit all 2800 of the world's most popular jetliner. And, in response to conflicts between the airline and the victims' families, Congress passed the Aviation Disaster Family Assistance Act, which transferred survivor services to the NTSB.

空難後，波音公司出資5億美金對當時全球的2800架波音737飛機進行了改裝。此外，為了安撫遇難者家屬、解決與航空公司的衝突，美國國會通過了《空難家庭援助法案》。

MIAMI | ValuJet Flight 592

8、1996年瓦盧傑航空592號班機空難|邁阿密

Upgrade: Fire prevention in the hold

安全升級：貨艙自動滅火系統

Although the FAA took anti-cabin-fire measures after the 1983 Air Canada accident, it did nothing to protect passenger jet cargo compartments--despite NTSB warnings after a 1988 cargo fire in which the plane managed to land safely. It took the horrific crash of ValuJet 592 into the Everglades near Miami to finally spur the agency to action.

1983年的加航空難後，FAA採取了一系列防止客艙著火的措施，儘管1988年NTSB在一架貨機著火後成功降落後發出過安全警告，FAA並沒有對客機的貨艙部分採取相應的防火措施，直到1996年發生了瓦盧傑航空592號班機在邁阿密附近墜毀後，FAA才開始提高了對貨艙著火的重視程度並立即採取了相應的防火措施。

The fire in the DC-9 was caused by chemical oxygen generators that had been illegally packaged by SabreTech, the airline's maintenance contractor. A bump apparently set one off, and the resulting heat started a fire, which was fed by the oxygen being given off. The pilots were unable to land the burning plane in time, and 110 people died. The FAA responded by mandating smoke detectors and automatic fire extinguishers in the cargo holds of all commercial airliners. It also bolstered rules against carrying hazardous cargo on aircraft.

發生空難的DC-9飛機的火情是由於瓦盧傑航空維修的外包方Sabre Tech不按規定交付託運的氧氣生成器引發。飛行途中，一個氧氣生成器洩漏，產生高溫著火，洩露出來的氧氣讓火勢變得更大。飛行員未能及時將這架著火的飛機降落，機上的110名人員全部遇難。此後，FAA強制要求商業航空運輸運營商必須為貨艙安裝煙感探測器和自動滅火系統。

LONG ISLAND | TWA Flight 800

9、1996年環球航空800號班機空難|長島

Upgrade: Electrical spark elimination

安全改進：電火花抑制系統

It was everybody's nightmare: a plane that blew up in midair for no apparent reason. The explosion of TWA Flight 800, a Boeing 747 that had just taken off from JFK bound for Paris, killed all 230 people aboard and stirred great controversy. After painstakingly reassembling the wreckage, the NTSB dismissed the possibility of a terrorist bomb or missile attack and concluded that fumes in the plane's nearly empty center-wing fuel tank had ignited, most likely after a short circuit in a wire bundle led to a spark in the fuel gauge sensor.

1996年7月7日，環球航空800號飛機在空中毫無徵兆地發生爆炸。這架波音747剛剛從紐約甘迺迪國際機場起飛飛往巴黎，空難造成機上230名人員全部遇難並引發了巨大的爭議。經過調查組仔細分析飛機的殘骸後，NTSB排除了恐怖襲擊或者飛彈攻擊的可能，認為很可能是由於一小段電線出現的電火花引發油箱著火。

The FAA has since mandated changes to reduce sparks from faulty wiring and other sources. Boeing, meanwhile, has developed a fuel-inerting system that injects nitrogen gas into fuel tanks to reduce the chance of explosions. It will install the system in all its newly built planes, starting in 2008. Retrofit kits for in-service Boeings will also be available.

此後，FAA強制要求減少由於搭錯電線或者其他原因出現的電火花。波音公司則設計了一套燃油惰化系統，它可以向油箱釋放氮氣來減少爆炸的可能。這套系統從2008年開始使用在新生產的所有波音飛機上，並可以為已經投運的飛機進行改裝。

NOVA SCOTIA | Swissair Flight 111

10、1998年瑞士航空111號班機空難|新斯科舍

Upgrade: Insulation swap-out

安全改進：替換PET隔熱材料

About an hour after takeoff, the pilots of Swissair's Flight 111 from New York to Geneva--a McDonnell Douglas MD-11--smelled smoke in the cockpit. Four minutes later, they began an immediate descent toward Halifax, Nova Scotia, about 65 miles away. But with the fire spreading and cockpit lights and instruments failing, the plane crashed into the Atlantic about 5 miles off the Nova Scotia coast. All 229 people aboard were killed.

1998年9月2日瑞士航空111號班機從紐約飛往日內瓦。飛機起飛後約1個小時，這架MD-11飛機的駕駛艙內出現了煙霧，4分鐘後，飛行員開始飛往65海裡外的哈利法克斯國際機場緊急降落。火勢逐漸變大，駕駛艙的燈光熄滅，部分儀表失效，飛機墜毀在大西洋上，機上的229名人員全部遇難。

Investigators traced the fire to the plane's in-flight entertainment network, whose installation led to arcing in vulnerable Kapton wires above the cockpit. The resulting fire spread rapidly along flammable Mylar fuselage insulation. The FAA ordered the Mylar insulation replaced with fire-resistant materials in about 700 McDonnell Douglas jets.

調查人員發現飛機起火的原因是機上的娛樂設施電線短路引起的電火花點燃了PET隔熱層，火勢沿著PET隔熱層點燃了其他東西。空難後，FAA要求用阻燃材料替換全部700架麥道飛機上的PET隔熱層。

在此引用國外網站的此篇文章並加以中英文對照，目的是向讀者們表明：

民航規章裡的每一個字，甚至每一個標點符號都是用鮮血寫成的！

不要自作聰明！不要以為有什麼「有後果違章」、「無後果違章」之分！違章就是違章！無論是自己違章，還是指使他人違章，無論違反的是哪一條規章，都毫無例外是在草菅人命！蓄意違章應負刑責！罪名就是蓄意謀殺！

民航事業，必須讓那些不懂裝懂、膽大妄為者走開！

轉載： 承志堂

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