異類之不一樣的成功啟示錄 第120期:大韓航空墜機(jī)事件頻繁發(fā)生
在大韓航空公司航班801墜機(jī)事件發(fā)生的20年前，大韓航空的一架波音707飛機(jī)因誤入俄羅斯的領(lǐng)空屬地，被前蘇聯(lián)軍隊(duì)的噴氣式戰(zhàn)機(jī)擊落于巴倫支海。
It was an accident, meaning the kind of rare and catastrophic event that, for the grace of god, could happen to any airline.
這是場(chǎng)意外事故，罕見(jiàn)且慘痛。但基于神的旨意，任何一條航線都有可能遇上類似的情況。
It was investigated and analyzed. Lessons were learned. Reports were filed.
調(diào)查后的分析結(jié)果被作為案例以供借鑒，而報(bào)告也被存檔。
Then, two years later, a Korean Air Boeing 747 crashed in Seoul.
兩年之后，大韓航空的一架波音747在首爾墜落。
Two accidents in two years is not a good sign.
兩年內(nèi)發(fā)生兩件墜機(jī)事件絕對(duì)不是個(gè)好兆頭。
Three years after that, the airline lost another 747 near Sakhalin Island, in Russia,
三年之后，該航空公司在前蘇聯(lián)的庫(kù)頁(yè)島附近損失了另一架波音747；
followed by a Boeing 707 that went down over the Andaman Sea in 1987, two more crashed in 1989 in Tripoli and Seoul, and then another in 1984 in Cheju, South Korea.
之后，1987年，一架波音707墜落到安達(dá)曼海；1989年，另外兩架飛機(jī)又分別墜落在的黎波里和首爾；1989年，在韓國(guó)南部的濟(jì)州島，墜機(jī)事件再次發(fā)生。
To put that record in perspective, the "loss" rate for an airline like the American carrier United Airlines in the period 1988 to1998 was 0.27 per million departures,
我們可以比較以下事故的相關(guān)統(tǒng)計(jì)。1988年到1998年，美國(guó)運(yùn)輸聯(lián)合航空公司一條航線的飛機(jī)損失率為每百萬(wàn)次損失0.27架，
which means that they lost a plane in an accident about once in every four million flights.
這意味著他們飛行400萬(wàn)次發(fā)生一次事故損失一架飛機(jī)。
The loss rate for Korean Air, in the same period, was 4.79 per million departures, seventeen times higher.
而同時(shí)期的大韓航空，其損失率為飛行百萬(wàn)次損失4.79架飛機(jī)——超過(guò)17倍之多。
Korean Airplanes were crashing so often that when the National Transportation Safety Board(NTSB), the US agency responsible for investigating plane crashes within American jurisdiciton,
大韓航空墜機(jī)事件頻繁發(fā)生，美國(guó)國(guó)家交通安全委員會(huì)（簡(jiǎn)稱為NTSB）為此對(duì)關(guān)島事故展開了詳細(xì)的調(diào)查，該機(jī)構(gòu)是美國(guó)一家專門負(fù)責(zé)調(diào)查飛機(jī)失事原因的機(jī)構(gòu)。
the Korean Air 747 that crash-landed at Kimpo in Seoul, almost a year to the day after Guam; the jet line that overran a runway at Korea's Ulsan Airport eight weeks after that;
關(guān)島事件發(fā)生一年后，一架計(jì)劃在首爾金浦機(jī)場(chǎng)著陸的波音747墜機(jī)；在此之后的第八個(gè)星期，一架噴氣式客機(jī)在韓國(guó)的蔚山機(jī)場(chǎng)沖出跑道；
the Korean Air McDonnell Douglas that rammed into an embankment at Pohang Airport the following March; and then, a month after that, a Korean Air passenger jet that crashed in a residential area of Shanghai.
接下來(lái)的3月份，韓國(guó)航空的麥道83直接沖向浦項(xiàng)機(jī)場(chǎng)的護(hù)欄；一個(gè)月后，韓國(guó)航空的一架客機(jī)在上海附近墜落。
Had the NTSB waited just a few more months, it could have added another:
如果美國(guó)國(guó)家交通安全委員會(huì)能夠再等上幾個(gè)月，那么他們的失事記錄上就會(huì)再增加一條：
the Korea Air cargo plane that crashed just after takeoff from London's Stansted Airport, despite the fact that a warning bell went off in the cockpit no fewer than fourteen times.
一架大韓航空的貨機(jī)從倫敦斯坦斯特機(jī)場(chǎng)起飛，不久就發(fā)生了墜機(jī)事故。盡管從黑匣子的記錄里，我們發(fā)現(xiàn)警鈴曾響過(guò)多達(dá)14次。
