What warning does the Malaysia Airlines World Alliance incident give people from reality?

Many times, whether in newspapers or other online media, most of the pilots we meet are dedicated to work, giving up family, affection and love for work ... Many exaggerated statements describe the pilots as high-end iron man. I don't want to say that all this is wrong here, but let's go back to the fundamentals.

First of all, the pilot is human: if you are human, you will have secular desires, basic requirements for eating, drinking and sleeping, and the problem of rice, oil, salt, sauce, vinegar and tea! Similarly, pilots also have colds, fever and diarrhea, which is no different from ordinary people. Then, in the same way, when encountering psychological problems, there may be one kind or another of psychological diseases. In addition, pilots have been in a high-tension and high-pressure environment for a long time, and their working hours are irregular and they continue to be sub-healthy. Therefore, more attention should be paid to their mental health.

Compared with foreign pilots, the biggest difference of China pilots is that they have no hobbies and no life. I have never felt that my whole life is work, and my whole life is for work. Some people may think that only this is dedication, but I beg to differ.

This is actually a paradox: if we demonstrate this problem, we may not be able to finish tens of thousands of words. I just want to simply say that we work hard because we love life; You don't have to work hard to love life. All work is for a better life, and no one is born to work all his life. Therefore, pilots should first take care of their lives, find some hobbies and love their lives, and then they will really love their jobs. Don't take it out on passengers, companies and planes just because you complain about how much money other companies get more than yourself every day. I don't believe that a person who doesn't even love life but only loves work should at least have psychological counseling.

Pay attention to your physical and mental health. When I am teaching, I often share my ideas. For example, I often tell pilots: First of all, you should be healthy and think that your life is precious, and you will not take risks for some unnecessary situations. You are safe, so are the passengers. Don't rush for success and take risks, because you are carrying hundreds of lives and hundreds of families. Mental health is also very important. The mental health mentioned here and the so-called ideological problem are two completely different concepts, which will be explained in detail later.

Second, advice to airlines.

Not developing general aviation is the main reason for the shortage of pilots: except for a few developed countries (such as Japan), general aviation in most countries is quite developed. When I 1995 received flight training in New Zealand, there were about 200 small planes at Admore Airport near Auckland. The development of general aviation has provided sufficient reserve talents for airlines, which can choose the best among the best, so there is no shortage of pilots in China. The shortage of pilots, especially the shortage of mature pilots, has led to the looting of pilots' talents, and also led to the abnormal situation of difficult resignation of pilots, low wages in large companies, high wages in small private enterprises and low professional quality of on-the-job pilots. Such a situation is unimaginable in many countries. At present, the shortage of pilots has become a bottleneck factor restricting the development of civil aviation. For the new company, there are not enough pilots, and airlines can't even get permission to build it, let alone operate it. Most airlines can only meet the number requirements of the bureau, and it is not known whether the quality can be guaranteed.

1. It is suggested that airlines should add psychological and personality orientation tests and screening in pilot recruitment interviews.

Many foreign airlines seem to have a complete interview procedure when recruiting pilots. Take the author himself as an example:

Although I have been a mature pilot with a flying time of nearly 65,438+00,000 hours, when I joined Jade Air, I went through rigorous simulator assessment, physical examination, interview, English assessment and extremely strict psychological and personality orientation tests. Among them, the psychological test link is evaluated by psychologists from German specialized space psychology research institutions, and they have a complete psychological test system.

Psychological testing and psychological nursing have always been the shortcomings of our national airlines. First of all, there are few professional aviation psychologists in China. Many times, professional doctors switch to so-called psychologists halfway, and it is almost difficult to find professional doctors who are really engaged in aviation trauma psychotherapy and psychological intervention. Moreover, based on cultural factors and instinctive self-defense consciousness, few people in eastern culture are willing to express their mental illness, especially airline doctors who are familiar with each other. Many people do not regard mental illness as a disease.

In China, the vast majority of people and units do not regard mental illness as a disease, but often regard mental illness as an ideological problem. Therefore, the practice of most domestic airlines is usually to let political cadres carry out so-called ideological education, which is completely opposite. Ideological problems are very different from mental diseases, political cadres and psychologists. It's like you need to find a doctor instead of a divination sign when you have a cold. This is a complete misunderstanding and misunderstanding.

2. The annual physical examination should include mental health assessment.

Mental health concern should be a continuous process, and airlines should establish a continuous mental health monitoring system, which should be evaluated by external institutions. These persistent concerns and evaluations are not the so-called ideological education and political education.

Most of our airlines practice so-called extensive management, and some even practice so-called laziness. There are only symbolic mental health tests or assessments when recruiting pilots. Like the physical examination, the initial physical examination is very strict, while the subsequent physical examination is relatively simple. However, for the examination of mental health, because there is no qualified aviation professional psychologist, at most, some psychological test questions are simply used, and no professional research institution is really established to do the corresponding research, testing and evaluation system. It is often dangerous to keep paying attention to mental health and be replaced by so-called political cadres. Captain hijacking, captain suicide, and more and more depression in China in recent years are all mature captains.

3. Airlines should abandon the concept of punishment instead of management, respect the value and labor of pilots themselves, and have no intentional fault guidance mechanism.

Some time ago, there was a story circulating on the Internet. For example:

It is said that the same nurse prescribed the wrong medicine to the patient, compared with Chinese and American hospitals. China Hospital will punish nurses, ranging from fine to dismissal, and the responsible nurses will bear it alone, which proves how innocent the whole hospital is. Hospitals in the United States will investigate why nurses issue the wrong drugs, because the drugs are similar in shape, the nurses are short of manpower, and the nurses are in a bad psychological state. Finally, all the reasons are summed up and analyzed to come to a conclusion, either sending more people, or asking pharmaceutical companies to change the shape and color of similar drugs, or giving nurses training and psychological counseling. In short, after the simple event system is solved, the possibility of sending the wrong medicine is greatly reduced.

The author has worked in three domestic airlines and four foreign airlines (including training), and only two domestic airlines have a punishment system. The other four foreign airlines, as well as Jade Freight, have no punishment system at all, let alone punishment.

The most typical domestic civil aviation is the so-called QAR (Fast Memory) system, which is used in almost all countries. This FOQA system has become the basis of punishment for many domestic airlines, and actually reflects the management level of airlines. For airline managers who have no management ability, obtaining QAR flight data seems to be a sword to punish others. The pilot recorded by QAR seems to have been spied on what he did wrong and had to be punished.

Almost all countries except China use the same flying quality equipment and data. Only the non-management personnel selected by the pilot can see all the information of QAR, and airlines have the right to see anonymous events for analysis only when there is no major accident. Just like hospitals in the United States and China, the use of FOQA in various countries helps to solve problems systematically, rather than punishing them. Many airlines are satisfied with this basic management mode. In fact, this punishment system has greatly dampened the recognition of personal value as a pilot. There are many related articles, so I won't say much.

Pilots are individuals, not the property of airlines. Many companies bind pilots with airlines, and some companies don't even have regulations on pilots' vacation, which means that pilots simply don't have enough rest time, which is extremely harmful to their physical and mental health. The author's vacation system when working in JAL is like this. There is a cycle every two months, and each cycle has 16 days of continuous vacation. The remaining 44 days, basically flying for 4 days and taking 2 days off. In other words, there are at least 96 days of continuous vacation every year. Can these be done by domestic airlines? Absolutely. Most domestic airlines hire foreign captains for more contract holidays than this. It can be given to foreigners, but not to China pilots. If you have to, you can't do it. The author believes that if large domestic companies can give pilots the same enough rest and respect, most pilots will not quit every day, and the pilots themselves will be recognized and respected, so as to fulfill their duties.

4. Airlines should establish a complete air defense support system.

Talking about air defense guarantee system without mental health. When I was flying in Japan Airlines, although it was a small company, there was still much to learn from their training and operation. For example, the management of cockpit doors, the training of anti-terrorism safety regulations, especially the training of emergency survival.

It did happen before that the captain was not in the cockpit, the co-pilot came out to go to the toilet, the cockpit door was locked, and the plane flew unsupervised for nearly 30 minutes and almost crashed.

Because it involves confidential cockpit door management procedures, the author is inconvenient to say more. Just provide some guidance and suggestions: A There should be no less than two people in the cockpit at any time; B it is necessary to have a person outside the cockpit to enter the cockpit through emergency procedures at any time; C. security and confidentiality procedures must be limited to a very small number of people; D safety procedures and measures must be updated frequently, monthly or weekly; E. strictly define who can enter the cockpit.

For emergency survival training, domestic large airlines can basically meet the operational requirements, but it is still necessary to strengthen, especially maritime emergency rescue, and teach more rescue knowledge, because the resources of airlines are far greater than those of individuals.

Three. Suggestions to CAAC

1, correctly understand and face psychological problems, and establish external and third-party psychological monitoring evaluation and continuous monitoring system.

First of all, from the height of the Civil Aviation Administration, we should have the following understandings: A mental illness is a disease different from ideological problems; B mental illness can happen to anyone; C seeing a psychologist is the only way to treat and relieve mental illness, which is irreplaceable by ideological work; Oriental culture conflicts with psychotherapy. Oriental culture is not good at revealing its psychological activities to people, especially psychological diseases, and it is even more impossible to show physical examinations to familiar doctors or aviation doctors; E must rely on professional third-party institutions to detect, treat and track the psychological state of pilots.

The current situation in China is that civil aviation medical institutions monopolize all psychological and physical examinations, which makes it impossible for institutions outside the civil aviation medical examination system to intervene and fail to invest appropriate resources in the system, resulting in a shortage of civil aviation mental health research.

The civil aviation department of a country should be the policy maker, not the executor. The monopoly of civil aviation medical examination institutions has greatly restricted the healthy development of civil aviation. The common practice in other aviation developed countries is that the Civil Aviation Administration sets the standard of physical examination, and any designated physical examination institution can do physical examination and mental health assessment as long as it meets certain requirements. For example, if the author holds a license from New Zealand, the physical examination can be conducted in Hong Kong or Kuala Lumpur, without Wan Li going all the way to New Zealand. Only China has a physical examination. Abroad, there is no medical examination institution authorized. At home, there are no other hospitals except civil aviation hospitals. It is wrong to make aviation bigger and stronger!

The monopoly of civil aviation hospitals also makes it impossible for pilots to report any mental illness to the medical examiner, because pilots will not believe or know what conclusions and treatment methods the medical examiner will give.

The author suggests that the government should open up these fields, encourage the involvement of institutions outside the system and capital, and only pay attention to the formulation and supervision of standards. In particular, it is necessary to bring mental health into the daily monitoring system, so that the third party can provide valuable psychological evaluation and continuous monitoring, which can really and effectively improve the management and monitoring of pilots' mental health.

2, the controller's service problem

What pilots often hear is that the air traffic control in China is called ATC (Air Traffic Controller), while it is called ATS (Air Traffic Service) abroad. Although this statement is inappropriate, it does reflect the current situation of air traffic control. Because in most countries, air traffic control is service-oriented, and it is very active to command aircraft to save time and let direct flights command direct flights as much as possible. The current situation in our country is that the controller is the controller, although Guangzhou, Shanghai and Beijing have a strong sense of service, even if it is not the controller himself in most cases. However, compared with Hong Kong around us, or Japan, there is still a huge gap in control initiative and service awareness.

3. Communication failure and emergency rescue.

China was absent from the International Civil Aviation Organization's annual search and rescue conference in the Asia-Pacific region, which ended in 1 month this year. Moreover, there is no chart of China's rescue capacity in the emergency rescue guide issued by ICAO, which also shows that China has not paid enough attention to emergency rescue. Or did not explain to the outside world that we have a suitable emergency rescue system. These aspects also require CAAC to cooperate with maritime departments and land rescue agencies to build their own rescue system and release it.

Communication problems have developed rapidly in recent years, covering almost all civil aviation routes. Compared with foreign countries, there is a lack of programs after losing communication. China has not yet established a proper communication failure procedure, especially in hub airports. Because there is no guidance program, when communication failure actually occurs, both the unit and the controller have no reliable program, which is a hidden danger in operation.

4. Development of general aviation

At present, the outstanding problem is the shortage of pilots, and many problems are caused by the shortage of pilots. Developing general aviation is the only way to solve the shortage of pilots, and hiring foreign pilots can only be used as a supplement. Fortunately, since last year, the state has vigorously developed general aviation and formulated many policies and regulations accordingly. It is expected to see the vigorous development of general aviation in the next few years and fundamentally solve the human resources problem of airlines.

Compared with foreign countries, the current problem is that there are too many restrictions on airspace and a lot of airspace resources are wasted. Like enclosure, it is more difficult to tear it off after enclosure, and all the restricted areas are zoned more and more, wasting a lot of available resources.

5. The resignation of the pilot.

It takes great wisdom to solve this problem. Every year, nearly 200 pilots in China are unable to work because of their resignation. These people have not worked for 1-2 years, and most airlines deal with the resignation of pilots by procrastination, illegality and hooliganism. The mental health of these pilots is more extreme, which is undoubtedly a very big danger source. Correctly handling the flow of pilots reflects the wisdom and ability of airlines and civil aviation authorities. Blindly procrastinating, hooliganism and eccentricity will inevitably be criticized in the next few years.