一位美國飛行教墜機后寫的：訓練韓國飛行員的經歷

After I retired from UAL as a Standards Captain on the -400, I got a job as a simulator instructor working for Alteon (a Boeing subsidiary) at Asiana. When I first got there, I was shocked and surprised by the lack of basic piloting skills shown by most of the pilots. It is not a normal situation with normal progression from new hire, right seat, left seat taking a decade or two. One big difference is that ex-Military pilots are given super-seniority and progress to the left seat much faster. Compared to the US, they also upgrade fairly rapidly because of the phenomenal growth by all Asian air carriers. By the way, after about six months at Asiana, I was moved over to KAL and found them to be identical. The only difference was the color of the uniforms and airplanes. I worked in Korea for 5 long years and although I found most of the people to be very pleasant, it is a minefield of a work environment ... for them and for us expats.

我從美聯航波音747-400機長教員的位置上退休后，在波音的子公司Alteon謀了個模擬器教官的職位，訓練韓亞的飛行員。我剛到那裡的時候真的被震驚了，絕大多數的飛行員缺乏基本的飛行技術。在韓國一個飛行員不象美國這邊一樣花上十幾二十年從菜鳥升到副駕駛再升到機長，其中一個區別是韓國空軍的退役飛行員晉陞機長要快得多；另一個因素是亞洲航空公司的增長比美國快，相應的飛行員晉陞也快。在韓亞幹了六個月後，我轉而訓練大韓的飛行員，然後發現這些人都是一路貨，唯一不同的是制服和飛機的顏色。我在韓國工作了五年，雖然我碰到的韓國人大多數很友善，但從工作環境來說那地方真是個地雷陣，不論對韓國人還是外國人而言。

One of the first things I learned was that the pilots kept a web-site and reported on every training session. I dont think this was officially sanctioned by the company, but after one or two simulator periods, a database was building on me (and everyone else) that told them exactly how I ran the sessions, what to expect on checks, and what to look out for. For example; I used to open an aft cargo door at 100 knots to get them to initiate an RTO and I would brief them on it during the briefing. This was on the B-737 NG and many of the captains were coming off the 777 or B744 and they were used to the Master Caution System being inhibited at 80 kts. Well, for the first few days after I started that, EVERYONE rejected the takeoff. Then, all of a sudden they all got it; and continued the takeoff (in accordance with their manuals). The word had gotten out. I figured it was an overall PLUS for the training program.

我最早的發現之一是飛行員們自己搞了一個網站，互相通氣培訓中發生了什麼。我倒不認為公司公開地支持鼓勵這種行為，但是一兩堂模擬器課程下來，就有一個關於我 (當然其他教員也跑不了) 的個人資料庫：我是怎樣上課的，檢查的時候喜歡查些什麼，什麼方面要特別小心等等。我曾經在起飛滑跑速度100節的時候模擬打開后貨艙的門，等著學員中斷起飛，然後我在講評中再指出他們的錯誤。培訓的機型是737NG，很多受訓機長是從777或747-400改型號的，他們的老習慣是速度在80節以上時總警報已經被關閉了。一開始幾天，所有學員都中斷了起飛；幾天後，後來的人全都開了竅一樣，按照公司手冊繼續起飛。當然是他們互相交換了信息，好在這也達到了我的目的，對培訓算是件好事。

We expat instructors were forced upon them after the amount of fatal accidents (most of the them totally avoidable) over a decade began to be noticed by the outside world. They were basically given an ultimatum by the FAA, Transport Canada, and the EU to totally rebuild and rethink their training program or face being banned from the skies all over the world. They hired Boeing and Airbus to staff the training centers. KAL has one center and Asiana has another. When I was there (2003-2008) we had about 60 expats conducting training KAL and about 40 at Asiana. Most instructors were from the USA, Canada, Australia, or New Zealand with a few stuffed in from Europe and Asia. Boeing also operated training centers in Singapore and China so they did hire some instructors from there.

用我們這些外國教官，對他們來說是不得已而為之。十來年裡連續不斷的致命事故 (絕大部分是可以避免的) 使外界注意到韓國惡劣的民航安全記錄。FAA，加拿大運輸部和歐盟對韓國人發了最後通牒 -- 如果他們不能徹底改變現有的飛行員培訓課程，韓國的民航機會被禁止在上述國家領空飛行。於是韓國人聘請了波音和空客的教官來他們的培訓中心執教，大韓有一個培訓中心，韓亞有另外一個。我在那邊的時候(2003 - 2008) 大概有60個外國教員在大韓，40個在韓亞。多數教員來自美國，加拿大，澳大利亞和紐西蘭，少數來自歐洲和亞洲。波音在新加坡和中國設有培訓中心，所以他們也從那邊雇一些人過來。

This solution has only been partially successful but still faces ingrained resistance from the Koreans. I lost track of the number of highly qualified instructors I worked with who were fired because they tried to enforce normal standards of performance. By normal standards, I would include being able to master basic tasks like successfully shoot a visual approach with 10 kt crosswind and the weather CAVOK. I am not kidding when I tell you that requiring them to shoot a visual approach struck fear in their hearts ... with good reason. Like this Asiana crew, it didnt compute that you needed to be a 1000 AGL at 3 miles and your sink rate should be 600-800 Ft/Min. But, after 5 years, they finally nailed me. I still had to sign my name to their training and sometimes if I just couldnt pass someone on a check, I had no choice but to fail them. I usually busted about 3-5 crews a year and the resistance against me built. I finally failed an extremely incompetent crew and it turned out he was the a high-ranking captain who was the Chief Line Check pilot on the fleet I was teaching on. I found out on my next monthly trip home that KAL was not going to renew my Visa. The crew I failed was given another check and continued a fly while talking about how unfair Captain so-and-so was.

這個辦法只是部分有效，並且仍然面臨韓國人的抵抗。我已經記不清有多少優秀的教官同事因為堅持正常的考核標準而被解僱了。我說的正常的考核標準是指如下基本技巧 -- 在晴朗天氣，側風10節的條件下的目視進近。不開玩笑，讓他們飛一個目視進近會把他們嚇死...他們也有理由被嚇死。就像這次的韓亞機組，他們根本就不會速算距離3英里時高度應該是1000英尺，下降率應該是每分鐘600-800英尺。每次培訓完之後我都得在培訓記錄上簽名，如果考核時我實在沒法讓某人過關，那我別無選擇，只能關掉他；我通常一年關掉3-5個人，因此對我的不滿和抵抗也越來越強烈。到了第五年，他們終於逮到我了。我關掉了一個極其不稱職的，結果那個傢伙是我培訓機隊的首席檢查機長。我下一次回美國的時候，大韓拒絕再幫我延長工作簽證。那個被我關掉的傢伙通過了第二次考核，繼續在那裡飛行，併到處說某某教官太不公平。

This Asiana SFO accident makes me sick and while I am surprised there are not more, I expect that there will be many more of the same type accidents in the future unless some drastic steps are taken. They are already required to hire a certain percentage of expats to try to ingrain more flying expertise in them, but more likely, they will eventually be fired too. One of the best trainees I ever had was a Korean/American (he grew up and went to school in the USA) who flew C-141s in the USAF. When he got out, he moved back to Korea and got hired by KAL. I met him when I gave him some training and a check on the B-737 and of course, he breezed through the training. I give him annual PCs for a few years and he was always a good pilot. Then, he got involved with trying to start a pilots union and when they tired to enforce some sort of duty rigs on international flights, he was fired after being arrested and JAILED!

這次韓亞在舊金山的事故讓我感到憤怒；讓我驚訝的是他們出這種事只有一次，如果不採取堅決措施的話，我看這種事故將來還會出很多次。他們已經雇傭一定比例的外國飛行員來給飛行員隊伍注入經驗，可是這些外國人不合作的話很可能也會被炒掉。我訓練的一個最優秀的學員是個在美國長大和讀書的韓國人，他曾經在美國空軍里飛C-141。退役以後他回到韓國加入大韓。我給他做過 737培訓，那些課程對他都是小菜一碟。以後好幾年我都做他的年度檢查，他是個好飛行員。然後這小子試圖組織一個飛行員工會，試圖讓公司嚴格執行飛行員在國際航線上的執勤時間限制。他們把他逮捕下獄，然後炒了他！

The Koreans are very very bright and smart so I was puzzled by their inability to fly an airplane well. They would show up on Day 1 of training (an hour before the scheduled briefing time, in a 3-piece suit, and shined shoes) with the entire contents of the FCOM and Flight Manual totally memorized. But, putting that information to actual use was many times impossible. Crosswind landings are also an unsolvable puzzle for most of them. I never did figure it out completely, but I think I did uncover a few clues. Here is my best guess. First off, their educational system emphasizes ROTE memorization from the first day of school as little kids. As you know, that is the lowest form of learning and they act like robots. They are also taught to NEVER challenge authority and in spite of the flight training heavily emphasizing CRM/CLR, it still exists either on the surface or very subtly. You just cant change 3000 years of culture.

韓國人是很聰明的，所以我無法理解為什麼他們不能飛好飛機。他們會在培訓的第一天提前一個小時到達，穿著整齊的三件套，皮鞋擦得鋥亮；此時他們已經把整本的飛行手冊都倒背如流了。然而，要運用這些知識對他們來說就是另一碼事，很多時候是不可能的任務。側風著陸對他們中的大多數是解不開的謎團，我從來就沒有搞明白這是為什麼，不過我起碼知道些頭緒：首先，他們的教育體系從入學第一天起就強調死記硬背，死記硬背是最低級的學習方式，而從小到大這樣教出來的人只會象機器人一樣行動。他們的教育也灌輸不要挑戰權威，所以儘管有那些座艙資源管理的培訓，這一點仍然存在。江山易改，本性難移，三千年的文化沒法一夜之間改變。

The other thing that I think plays an important role is the fact that there is virtually NO civil aircraft flying in Korea. Its actually illegal to own a Cessna-152 and just go learn to fly. Ultra-lights and Powered Hang Gliders are Ok. I guess they dont trust the people to not start WW III by flying 35 miles north of Inchon into North Korea. But, they dont get the kids who grew up flying (and thinking for themselves) and hanging around airports. They do recruit some kids from college and send then to the US or Australia and get them their tickets. Generally, I had better experience with them than with the ex-Military pilots. This was a surprise to me as I spent years as a Naval Aviator flying fighters after getting my private in light airplanes. I would get experienced F-4, F-5, F-15, and F-16 pilots who were actually terrible pilots if they had to hand fly the airplane. What a shock!

其次，在韓國幾乎沒有民間的飛行活動。買一架塞斯納學飛行是非法的，只有超輕型飛機和滑翔傘才成。我想他們怕有人從仁川起飛往北35英里，然後第三次世界大戰就爆發了。所以他們國家沒有從小在機場邊長大和飛機打交道的孩子，他們只是從大學里招幾個人，把他們送到美國和澳大利亞拿個商業執照。總體說來，他們比那些空軍退役飛行員還強些。我本人以前是海軍飛行員，所以這實在讓我吃驚。我培訓的學員里有退役的F-4，F-5, F-15和F-16飛行員，你要他們手動操縱飛機時才發現他們是糟糕的飛行員。怎麼會這樣！

Finally, I"ll get off my box and talk about the total flight hours they claim. I do accept that there are a few talented and free-thinking pilots that I met and trained in Korea. Some are still in contact and I consider them friends. They were a joy! But, they were few and far between and certainly not the norm.

最後，我提一下他們的所謂飛行經驗小時數。我在韓國也培訓過有才華，能獨立思考的飛行員，我和其中一些現在仍保持聯繫。但是，他們是異類，不是常態。

Actually, this is a worldwide problem involving automation and the auto-flight concept. Take one of these new first officers that got his ratings in the US or Australia and came to KAL or Asiana with 225 flight hours. After takeoff, in accordance with their SOP, he calls for the autopilot to be engaged after takeoff. How much actual flight time is that? Hardly one minute. Then he might fly for hours on the autopilot and finally disengage it (MAYBE?) below 800 ft after the gear was down, flaps extended and on airspeed (autothrottle). Then he might bring it in to land. Again, how much real flight time or real experience did he get. Minutes! Of course, on the 777 or 747, its the same only they get more inflated logbooks.

飛行的自動化是一個世界性的問題。看看那些從美國或澳大利亞拿了個商照，積累了225個飛行小時進入大韓或韓亞的菜鳥飛行員們。每次起飛以後，按照公司的標準操作程序，他接通自動駕駛儀。這是多少實際飛行小時？一分鐘而已。然後飛機在自動駕駛儀的操控下飛幾個小時，最後在800英尺以下，襟翼和起落架已經放下，由自動油門保持著速度，他解除自動駕駛操縱飛機著陸。這傢伙飛一次總共積累了多少實際經驗？幾分鐘而已。當然在越洋的777或747上，飛行小時數的通貨膨脹更加厲害。

So, when I hear that a 10,000 hour Korean captain was vectored in for a 17-mile final and cleared for a visual approach in CAVOK weather, it raises the hair on the back of my neck.

所以，當我聽說一個一萬小時飛行經驗的韓國機長，在大好的天氣條件下從17英裡外目視進近，我立時感到毛骨悚然。