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发表时间 : 2019-1-25 17:18:46 | 浏览 : 28868    评论 : 4

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本帖最后由 linjinhong 于 2019-1-25 21:48 编辑

作者:吉祥航空 楚机长 公众号:CaptainChu 欢迎分享转发 以下图文引用请经作者本人允许

      之前在网上看到一篇介绍飞行员如何保证飞行安全的文章。文中采访了几十位国外有着丰富飞行经验的杰出机长,他们都以近30年的飞行零事故率完成了自己的飞行生涯并安全退休。文中总结了他们近30年安全飞行生涯的宝贵经验,并分为三个大的方面加以详细阐述。

       实事求是的说,文中所列的经验非常值得广大的飞行人员学习和借鉴。很多文中所述内容也是译者本人日复一日实践着的非常行之有效的经验。不管你是经验丰富的飞行教员或机长,还是航空公司各阶段的副驾驶,仔细阅读完本文,相信你一定能有所收获或得到共鸣。

      “弗敢专也,必以分人”。本篇文章来自美国的飞行杂志,我将全文逐段翻译出来(没有任何删减)分享给大家。为方便大家理解,文中有直译也有意译,同时附上英语原文。如有不对之处,也请大家不吝指正。

WHAT MAKES A PILOT "STREET SMART" ABOUT FLYING ?

Original idea from United Airlines (Safetyliner)


如何成为一名安全的飞行员?


       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?

祥吉航空飞行员,飞行员冯江涛,机长冯江涛,飞行员,飞机驾驶舱

「民航飞行员」CaptainChu 026期:如何成为一名安全的飞行员? - 临云行 - 祥吉航空飞行员,飞行员冯江涛,机长冯江涛,飞行员,飞机驾驶舱

图片来源 吉祥航空 冯机长 供图(未经本人允许不得引用)

       如何成为一名安全的飞行员?什么是“Street Smart” ,这个短语的本意是指“可以搞定任何潜在困难和威胁的街头处事智慧”,引申到航空界 - 简而言之,他们是:


1.飞行重要环节的情境意识;

2.知道在哪里和何时获取关键信息的能力;   

3.发现和弥补他人错误的能力;

4.避免掉入飞行中不易察觉的威胁和陷阱的能力;

5.完成30年的职业飞行生涯且不发生任何严重事件或飞行事故的能力。

       造就这些卓越的飞行纪录,仅仅是靠运气吗?还是其中有一些特别的可以识别的因素呢?

       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.

       为了找到这个问题的答案,Saftyliner几年前在业界进行了一次针对飞行员群体的电话采访。每一位受访的飞行员都有着至少25年的飞行经验。受访飞行员群体来自6个国家,有飞机制造商试飞员、NASA试飞员、军方飞行员、美联航飞行员、总飞行师,和其它一些机长和飞行教员。在每一个受访案例中,作者提出以下问题,由每位受访者适情作出回答。

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飞行员?

2)  To what do you attribute the fact that you have never had an accident?

      对于你一直没有发生过飞行事故,你会归究于什么原因呢?

3)  Will you share with Safetyliner's readers your thoughts, techniques or strategies which have helped you achieve this excellent safety record?

      你愿意和读者一起分享关于你是如何保持优秀安全记录的些想法、技术以及策略吗?

4)  Are there any systems or factors which you consider more important than others?

      关于安全,你认为哪些系统或者因素相对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?

      你会有意地去监控一些特别的区域,以增加关键安全项目的的情境意识吗?

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?

      如果要让你给一位缺乏经验的新机长去讲解如何避免飞行上的一些陷阱,你会告他什么呢?

      Safetyliner was surprised that the answers covered a very wide spectrum of topics; therefore, they grouped the responses into three categories :

        Saftyliner惊讶于调查得出的答案,它涵盖了常阔的话题内容。因此,他们对于这些反馈作出了以下三种分类:

      Attitude or Mind Set - a predisposition to do things in a certain way.

      态度和思维模式 - 以一种特定方式做事的倾向。


      Teamwork, Crew Coordination, and Crew Interaction.

      团队合作,机组协作和机组互动。


      Awareness - individual techniques and strategies, specific items to monitor.

      情境意识 - 个人技术和策略,对特定项目的监控。


      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.
      
       这些答案的排列并没有排名或者选择特定顺序,编者只是尽量使呈现出来的描述与受访者的描述接近。⾥面有很多的答案是⾮常类似的,因此,编者只是综合地选择了一些最能客观表现的描述呈现出来。


一 :ATTITUDE - MIND SET 态度-思维模式

There's almost nothing that needs to be done in a hurry in an aircraft.


在飞机上,几乎没有任何需要匆忙完成的事情。


Plan ahead for normal events and be prepared for unexpected contingencies.

对正常操作要提前规划,对非正常事件要有所准备。


Pay attention to your sixth sense. If something feels wrong, it probably is.

关注你的第六感觉。如果感觉有什么不对劲,八成就是了。


Develop an assertive attitude and openly communicate concerns to other crewmembers.

建立坚定的态度,并和机组成员搭建一个开放的交流共同关切问题的平台。


Keep your options open - never become committed to a single course of action with a high degree of risk.

保持开放性的选择 - 永远不要钻牛角尖,避免造成更大风险。

The way to be safe is never to be comfortable.

保证安全的工作方式通常都不会很舒服。

If you are getting rushed or overloaded, slow down even if it means delaying pushback, delaying takeoff or even holding.

如果陷入忙乱、或感觉任务超过负荷,把节奏降下来!即使这样意味着延迟推出开车、延迟起飞、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.

飞行事业必须成为你的兴趣关注点,要有做好这份工作的愿望。严格遵守标准操作程序(SOP),除非有些程序已经明显不合时宜。

Return to basics if you become confused.

当你陷入迷惑时,回归本源(飞机姿态、推力等原始数据)。

Maintain a healthy level of suspicion.

保持一个适度的怀疑水平。

Even though pilots sometimes like to give the opposite impression, a true professional is responsible, diligent and studious.

尽管飞行员有时会给你一个截然相反的印象,但作为一个职业飞行员必须是有责任感的、勤勉的和专注的。

Eliminate distractions and maintain an alert, vigilant mental state.

避免注意力分散,保持一个警觉、谨慎的精神状态。

Avoid complacency; the minute you think something won't hurt you - it will!

不要骄傲自满;当你认为某事不会对你带来伤害时,结果往往会出乎你的意料。

Never go on a flight with a head full of problems; leave them on the ground or stay on the ground yourself.

当你满脑子都是其它问题(诸如恋人、家庭、生活等矛盾问题)时,不要参加飞行;要么先放下这些事情,要么请假休息一段时间。

      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.

      当所有事情都进展良好的时候要特别保持警惕。例如,在一些比较难飞的诸如CRW, SAN, MDW, HKG机场进近时、或是在带飞学员时你一般会应对的很好,因为你了解背后的风险并做了相应的准备。但当一切看起来都很正常的时候,你必须克服让你变得自满的情绪,危机往往在此时出现。

Be open minded to constructive criticism.

对建设性的批评意见要持开放态度。

Always fly in the same standard way regardless of whether it is a normal line flight, an enroute check, or a proficiency check.

无论是日常的航线飞行、航线检查或是熟练检查,都要用同样的标准去要求自己。

The common thread among all survivors is common sense.

常识是所有幸存者的共同思维。

The things that get pilots in trouble are incorrect premises and fixation.

使飞行员深陷麻烦的是:错误的前提和注意力固着。

Don't become complacent; sit on the edge of your seat; never take anything for granted; never become relaxed; question everything; stay alert.

不要自满;保持一定的兴奋度;不要觉得一切理所当然;不要过于放松;经常发问;保持警觉。

Never assume anything, but verify and cross-check all critical information.

不要假设任何事情,你需要做的是核实和交叉检查所有关键信息。

A pilot must be able to adapt; no two situations are the same.

飞行员必须要有适应能力;没有任何两种完全一样的境况。

二:TEAMWORK-CREW COORDINATION-CREW INTERACTION

团队合作 - 机组协作 - 机组互动

      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.

      和你的机组分享信息。做到自然的和机组分享信息,这样他们也会跟你分享信息并且会指出你所犯的错误。


Don't try to do everything yourself.

不要试图一个人去完成所有的事情。

Use SOP's so everyone knows what to expect.

执行标准操作程序,这样每个人都能知道预期执行的程序。

Surprises are nice on birthdays and Christmas, but have no place in aviation. Let everyone know what you are thinking, planning, and doing.

意外和惊喜在生日派对和圣诞节时是令人愉快的,但航空界不欢迎意外!一定要让机组成员知道你在想什么、预计做什么和正在做什么。

Always question; don't assume.

要去多质疑,不要去假设。

The first thing the Captain should do is to mold the crew into a team.

机长的首要任务是塑造一个团队。

Briefings are very important; talk through what you are going to do; everyone should participate.

飞行简令非常重要;对你将要做的事情进行讲解,让每个机组成员参与其中。

Use your crew; frequently I have found another crewmember has just the information I need.

利用起你的机组成员;你会发现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.

评估你的机组成员 - 了解他的优势,弥补他的劣势。

Maintain redundancy in the cockpit. The pilot not flying must cross-check the actions of the pilot flying and bring discrepancies to his attention.

保持驾驶舱内的安全冗余。PM必须交叉检查PF的所有动作,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.

机组之间的交流,特别是和ATC之间的通讯,在当前饱和的空域环境中尤其重要。

三:AWARENESS - TECHNIQUES - STRATEGIES

情境意识 - 技术 - 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?

       对可能发生的重大飞行状况要有心理和策略上的准备,这一点非常重要!例如,你驾驶波音767在西经30度出现一发失效,你会飞向哪里备降?如果是一架波音747又该如何处置?

       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.

      安全飞行是一个有效管理变化的过程。监控任何变化的参数。例如,滑行之前考虑的是滑行期间潜在的风险和问题 - 例如放行许可和程序、最大的起始滑行推力、滑⾏路线、翼尖间隔和避免跑道入侵等等。起飞前,重温性能数据、中断起飞程序、单发程序、离场航路以及地形避让。任何时候出现的一些变化,例如小到像4000ft的高度变化或者燃油交输平衡,都会是一个新的风险点,必须加以监控和管理。飞行简令也要关注变化的参数,从而使整个机组成员有统一的情境意识。”

吉祥航空,飞机滑行,吉祥航空,云友威猛摄影

「民航飞行员」CaptainChu 026期:如何成为一名安全的飞行员? - 临云行 - 吉祥航空,飞机滑行,吉祥航空,云友威猛摄影

图片来源 云友 魏蒙 摄影(未经本人允许不得引用)

      Pilots should give equal priority to landing or going around. Never assume that any approach will end in a landing.

      飞行员要给予“着陆和复⻜”同要重要的关注。永远不要认为任何进近都将以着陆作为结束。

      Know what data is driving the flight director bars and always monitor and believe the raw data.

      要知道是什么数据驱动飞行指引仪的移动,且持续监控和相信飞机的原始数据。

      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.

      情境意识就是所有随着飞行不同阶段而变化的细节的集合。例如在滑行之前,预习滑行路线与现用跑道之间的关系;在进入跑道之前确认五边是否清洁(在38年的飞行生涯中,我遇到过一次在得到进跑道指令后发现跑道5边1/4海里处有一架飞机的情况)。在下降前,再次确认燃油状况;在降落前计算预计的接地点以及落地后跑道的剩余长度。飞行训练中教员不大会教你这些东西,这都需要你自己学习和总结。

      Detailed knowledge of the Flight Management System (FMS) is essential in all glass-cockpit aircraft.

      必须知晓飞行管理系统(FMS)的所有知识点,这在现代化的驾驶舱环境中尤其重要。

      Develop a rule of thumb for validating V2 and VREF on every takeoff and landing.

      建立一个验证 V2 和 Vref 速度的经验法则。

      During overwater operations, fuel, or lack of it, can quickly limit your options and should therefore be considered a critical system.

      跨水运行中,燃油量的多少、或出现燃油不足情况,都将极⼤限制你的飞行选项,所以监控燃油消耗在此时尤为关键。

      Trouble can begin when the wheels touch the runway; yet everybody seems to relax then.

      每位飞行员几乎都会在飞机接地后松一口气,实际上麻烦却有可能在飞机机轮接触到跑道之后才刚刚开始。

      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.

      特别注意:要掌握FMC的所有使用方法。因为在处于飞行的关键阶段时,你需要快速的从FMC中获取所需的信息,而不是此时还要考虑如何操作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、冲/偏出跑道和高速中断起飞是当今航空界的最大安全风险。

      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,我会花大约一个小时预习航路和机场信息。如果第一次执飞某个国际航班,准备时间需要两到四个小时。


      During international operations, pay particular attention to the meticulous details of navigational procedures.

      在国际航班运行中,要一丝不苟的对待导航程序的细节内容。

      Maintain a terrain awareness and a general knowledge of the topography over which you are flying.

      保持对地形的情境意识,并对所飞跃的地貌有一个大概的了解。

      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.

       熟知标准操作程序(SOP)、限制值和应急程序,以留出更多的精力去处置飞行中不可预见的情况 - 你知道的更多,处置紧急情况的时间会越充裕。

      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.

       每次航班后或熟练检查后,都要做自我讲评,把认为需要作出改进的项目记在笔记本上。笔记会帮助自己熟记需要改进的内容。

      Know where you want to be, where you are, and where you are going.

      知道你想要去哪里,你现在在哪里,和你现在飞向哪里。

      The Captain must always be able to recognize the onset of inattention in himself or his crew.

      机长必须能够识别出自己或机组成员开始出现心不在焉的迹象。

      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“你不知道的东西”。一个长期安全飞行生涯的秘诀是尽可能的减少你所不知道的东西。

      Don't touch a switch without looking and knowing what, when, and why you want to move it.

      在你没有注视着某个开关,或是不知道如何操作、什么情况下去操作、或为什么去操作这个开关时,切记不要去动它。

      Be totally aware of what is around you, particularly during takeoff and landings.

      对你周围的环境要有全面的认识,特别是在起飞和着陆阶段。

      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.
      
      我检查过的最好的飞行员可以始终如的展现出良好的全景意识,他们不会将注意力固着于任何单一情况。即使是在最低天气标准的进近过程中,他们的注意力也不会固着在仪表上,直至飞越远台。


吉祥航空,飞行员,驾驶舱,机长

「民航飞行员」CaptainChu 026期:如何成为一名安全的飞行员? - 临云行 - 吉祥航空,飞行员,驾驶舱,机长

图片来源 网络

      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.

      情景意识有三个层次:第一,最基本的情境意识来源于你完成的特定的机型训练 - 系统知识,标准操作程序,正常、非正常,应急程序和初始操作经验。第二个层次是通过来自它方面信息建立的 - 提问、探究和机组协作等。第三个层次来源于持续的阅读书籍和飞行手册;发现并解决飞⾏中可能遇到的陷阱;建立个人的策略、技术和习惯模式以解决和处理问题。第三个层次是最难的,它需要相当大的个人担当和纪律约束。”

      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?

      没有人可以经历所有的错误,所以你需要学习别人的经验教训。研究所有的行事故并扪心自问:假如发生在自己身上会怎么去做?怎样才能避免此次事故的发生?

      If anything is out of the ordinary or if the aircraft is not performing the way you think it should, check it out.

      如果出现不寻常的状况、或者飞机没有按照你预想的那样去,立即检查并找出问题所在。

      Develop effective listening skills including the ability to filter out lower priority information and return to it later.

      建立有效的聆听技能,包括过滤次级重要信息并延迟解决的能力。

      Listen to others and find out how they do things - then re-evaluate your own habit patterns.

      聆听和发现他人做事的方式 - 然后再重新评估自己的习惯模式。

      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.

      始终准备一个主计划和备用计划。例如,我会在降落前一个小时检查目的地机场和备降场的天气情况,并计算从目的地机场盘旋等待点到跑道上,然后再飞到备降场的油量是否足够。

      If there is any doubt about an ATC clearance, I ask for confirmation from ATC.

      任何时候对ATC的指令有疑问时,务必向ATC证实。

CONCLUSIONS总结

      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.

      希望从以上有着加起来将近1000年安全飞行零事故的飞行员群体中提炼出来的经验对大家有所启示。我们并不是建议每一位飞行人员都能够掌握这些技巧。这些经验可以算作为某一个群体飞行员保证飞行安全的有效方法。

机长冯江涛,飞行员冯江涛,飞行员,吉祥航空,飞机驾驶舱

「民航飞行员」CaptainChu 026期:如何成为一名安全的飞行员? - 临云行 - 机长冯江涛,飞行员冯江涛,飞行员,吉祥航空,飞机驾驶舱

图片来源 吉祥航空 冯机长 供图(未经本人允许不得引用)

      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,以上经验中没有一位飞行员提到“一杆两舵”。从飞行安全的角度来说,这是完全正确的,很难想象有哪一起飞行事故的发生是因为飞行员不会“飞起落”导致的。在熟练检查过程中,起飞单发、2类天气进近单发、复飞单发和非精密进近机动飞行或许是最常见的检查科目,但它们绝对不是绝大多数飞行事故的主要原因。当一起飞行事故的原因被归结于“机组因素”时,几乎不会是因为机组“两杆一舵”的操纵失误,而上述本文中列举的一个或多个飞行经验可能会帮你摆脱困境。(全文完)


       Captain Chu 编后语:2018年,中国民航的飞行安全工作也出现了一度的起伏和反复。很多不安全事件的发生其实和机组飞行经验的欠缺也有很大的关系,这正是我觉得很有必要把这篇文章翻译出来呈现给大家的原因。如果它最终能给大家带来一些收获或启发,这篇译稿也就起到了它应有的价值!“他山之石,可以攻玉”。上述的飞行经验每一条背后都可以在以往的很多不安全案例中获得支撑和解读,因此每一条经验都适合我们去慢慢品味和揣摩。过一段日子再把它拿出来读一读,结合自己日常对飞行手册的学习,把这些经验融会贯通到我们的日常的飞行工作中去。终有一天你会发现,做一名安全的飞行员 - 远离甚至于杜绝飞行差错也并不是那么遥不可及!

机长楚云峰,民航飞行员,飞行员,驾驶舱

「民航飞行员」CaptainChu 026期:如何成为一名安全的飞行员? - 临云行 - 机长楚云峰,民航飞行员,飞行员,驾驶舱

图片来源 吉祥航空 楚机长 供图(未经本人允许不得引用)

最后祝大家飞行顺利!


注:欢迎分享转,转载请标注作者,来源CaptainChu公众号 楚机长

飞行员, 飞行安全, 飞行生涯, 民航飞行员, 吉祥航空楚机长
“让我们一起,飞遍全世界!” · 临云行
Hugolei 评论于2019-1-25 23:55:58 来自手机触屏版 |私信
民航安全重于泰山始终放在第一位,但是民航界不安全因素真的太多太多,几乎每一天可能都会有不安全事件发生,这就对我们飞行员能力要求特别高,每次飞行,把所有不可控的因素都能考虑到考虑周全。飞行是一个非常严谨的职业,对于我们飞行中做的每一个动作都要根据程序还有经验来掌握时机,什么时候干什么事情,这不仅要求我们要有扎实的理论基础,更需要我们的手上功夫跟飞行经历做强大的后盾,飞行不是一天一年能学会的,需要我们用一辈子去理解它尊重它,只有我们对它心存敬畏,我们才可以做到每次飞行都以一颗严谨的心去对待,才能保证每次航班的安全。一个优秀的飞行员需要花一辈子时间去检验,这里发简单表一下个人愚见,我也知道自己还是个菜鸟,需要一直学习学习再学习不断进步,向一名合格优秀的飞行员去靠近。
“让我们一起,飞遍全世界!” · 临云行
为梦而拼 评论于2019-1-25 21:25:49 |私信
感谢前辈的分享总结,干货满满^ _ ^
“让我们一起,飞遍全世界!” · 临云行
陈泽禧 评论于2019-1-28 09:45:43 来自手机触屏版 |私信
正如楚机长所说,他山之石,可以攻玉。飞行本身就是不断学习的过程,自身经验结合他人经历,将对飞行大有裨益。
“让我们一起,飞遍全世界!” · 临云行
wx_陈俊Ja_v3SZi 评论于2019-1-29 18:47:58 来自手机触屏版 |私信
优秀的楚机长,膜拜!任何行业做到极致都不是靠死记硬背或者运气,必然是把专业知识融会贯通到每日的工作中去,举一反三,养成正确的思维模式和安全的习惯!喜欢楚机长的手套,帅气!
“让我们一起,飞遍全世界!” · 临云行
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