異類之不一樣的成功啟示錄 第132期:暗示
在讀過(guò)費(fèi)舍和奧若薩魯?shù)膱?bào)告后，很難再認(rèn)為這只是個(gè)小小的警告，
because a hint is the hardest kind of request to decode and the easiest to refuse.
因?yàn)榘凳臼且环N最不容易被理解的要求，
In the 1982 Air Florida crash outside Washington, DC,
同時(shí)又最容易被拒絕。在1982年發(fā)生的華盛頓特區(qū)以外的佛羅里達(dá)航班墜機(jī)事件中，
the first official tried three times to tell the captain that the plane had a dangerous amount ice on its wings.
副駕曾經(jīng)三次試圖向機(jī)長(zhǎng)說(shuō)明，機(jī)翼上的薄冰會(huì)使飛機(jī)處于危險(xiǎn)之中。
But listen to how he says it.
但是聽聽他是怎樣說(shuō)的，
It's all hints:
每一次都在使用暗示的方式。
First official: Look at how the ice is just hanging on his, ah, back, back there, see that?
副駕：“看看，冰怎么會(huì)掛在那，啊，后面，就在后面，看到嗎？”
Then: First official tries again.
然后副駕又說(shuō)了一遍。
See all those icicles on the back there and everything?
“后面有很多冰柱，看到了嗎？”
And then: Boy, this is a, this is a losing battle here on trying de-ice those things,
第三次，副駕說(shuō)：“天啊，這場(chǎng)，這場(chǎng)除冰的斗爭(zhēng)中我們輸?shù)袅耍?/p>
it gives you a false feeling of security, that's all that does.
這會(huì)帶來(lái)安全上的錯(cuò)覺(jué)，都是因?yàn)槌≡斐傻摹?rdquo;
Finally, as they get clearance for take off, the first official upgrades two notches to a crew suggestion:
最后當(dāng)他們接到指令說(shuō)可以起飛時(shí)，副駕提高了兩個(gè)提出建議的層次，提升到隊(duì)員建議，
Let's check those wing tops again, since we've been sitting here a while.
副駕說(shuō)：“讓我們?cè)贆z查一下機(jī)翼頂端，既然我們還要再等一下。”
Captain: I think we get to go here in a minute.
機(jī)長(zhǎng)說(shuō)：“我認(rèn)為我們要在一分鐘之內(nèi)到達(dá)指定地點(diǎn)。”
The last thing the first official says to the captain,
副駕對(duì)機(jī)長(zhǎng)說(shuō)的最后一件事，
It's a simple statement of fact- and this time the captain agrees with him.
只是簡(jiǎn)單的事實(shí)陳述，在那一刻機(jī)長(zhǎng)也同意了他的看法。
First Official: Larry, we're going down, Larry.
副駕說(shuō)：“拉里，我們?cè)谙鲁?，拉里?rdquo;
Captain: I know it.
機(jī)長(zhǎng)說(shuō)到：“我知道。”
Mitigation explains one of the great anomalies of plane crashes.
舒緩語(yǔ)氣使我們了解了飛機(jī)失事中最無(wú)法解釋的原因之一。
In commercial airlines, captains and first officials split the flying duties equally.
在商用飛機(jī)中，機(jī)長(zhǎng)和副駕承擔(dān)的飛行職責(zé)是相等的。
But historically, crashes have been far more likely to happen when the captain is in the "flying seat."
但是，從以往的記錄來(lái)看，通常機(jī)長(zhǎng)執(zhí)行飛行任務(wù)的時(shí)候，事故出現(xiàn)的頻率更多。
At first that seems to make no sense, since the captain is almost almost the pilot with the most experience.
這個(gè)結(jié)論會(huì)讓大家覺(jué)得不可思議，因?yàn)闄C(jī)長(zhǎng)通常是經(jīng)驗(yàn)最豐富的飛行員。
But think about the Air Florida crash.
但是想想佛羅里達(dá)的航班墜機(jī)事件，
If the first official had been the captain, would he have hinted three times?
如果副駕處在機(jī)長(zhǎng)的位置，他還需要做出三次暗示嗎？
No, he would have commanded- and the plane wouldn't have crashed.
不，他可能會(huì)立即下達(dá)命令——那么飛機(jī)就不會(huì)墜落。
Planes are safer when the least experienced pilot is flying because it means the second pilot isn't going to be afraid to speak up.
由經(jīng)驗(yàn)不是很豐富的人來(lái)駕駛飛機(jī)其實(shí)更安全，因?yàn)檫@意味著副駕不會(huì)過(guò)多顧慮上下級(jí)關(guān)系，直接講出危險(xiǎn)。
