历史上有哪些有幸存者的空难？
What is one of the most interesting plane crashes with survivors?
译文简介
历史上那些有趣的空难。其实用有趣来形容这种灾难并不合适，但它记录了人类的愚蠢与勇气，是让人惊醒的魔幻故事。
正文翻译
Jordan Zhouyi
read the book, seen the movie
读过书，看过电影
Uruguayan Air Force Flight 571.
The co-pilot taking the reigns at that time was quite inexperienced. Maybe he misread his controls, or maybe they were faulty.
Either way, he tried to take a landing far earlier than he should, when they were far off from the airport he thought they were nearing.
乌拉圭空军571号航班空难。
当时负责操控飞机的副驾驶经验相当不足。他可能看错了操控装置，也可能是装置本身出现了故障。
不管是哪种情况，他都过早地尝试降落，而当时飞机距离他以为即将抵达的机场还很远。
The plane hit the side of a mountain. A wing came off. It broke off at such an angle and speed that it ripped off the tail. Some of the passengers were dragged out by the wind to meet their ends.
It stumbled around for a bit before crash landing on a steep valley, killing more in the process.
The plane was a rental to take a Uruguayan rugby team to Chile for a match. Some of their friends and family came with them.
飞机撞上了山体侧面，一个机翼脱落。机翼脱落的角度和速度极大，连带扯掉了机尾，一些乘客被风吹出飞机遇难。
飞机在失控颠簸了一阵后，坠毁在一个陡峭的山谷中，过程中又造成更多人死亡。
这架飞机是租来的，用于搭载乌拉圭一支橄榄球队前往智利参加比赛，队员的一些亲友也一同随行。
Nando Parrado. His mother and sister both came with him.
His mother died almost instantly. His sister suffered serious wounds for a few more days until she too passed. Nando nursed her all throughout that time, consoling her delirious cries and hugging her to keep her warm.
南多·帕拉多的母亲和妹妹都和他一起乘坐了这架飞机。
他的母亲几乎当场死亡，妹妹受了重伤，撑了几天也不幸离世。在此期间，南多一直悉心照料妹妹，安慰她神志不清时的哭喊，紧紧抱着她为她取暖。
At first the survivors thought they were going to get rescued, but with the help of a radio they heard the rescue search had been called off.
They had barely any food. It was freezing temperatures, day and night. Water was quite a task to obtain. They didn't know when or how or if they were going to leave this place.
起初，幸存者们以为自己会被营救，但通过一台收音机，他们得知搜救行动已经停止。
他们几乎没有食物，日夜都处于严寒之中，获取水源也极为困难。他们不知道何时、如何才能离开这个地方，甚至不确定自己能否离开。
Nobody said it, but everybody was thinking it. They would have to eat the bodies. Not just to survive, but to gain strength so the strongest of them could go looking for help.
And so they did.
虽然没人说出口，但每个人都在想一件事：他们必须靠吃人肉生存。这不仅是为了活下去，更是为了积蓄力量，让身体最强壮的人能出去求救。他们最终还是这么做了。
There were three guys in the team who were medical students. They gave these guys the task of cutting “the meat.”
They cut strips and hung them on the side of the plane to get warm, since they were quite frozen cold in the snow.
球队中有三个人是医学院学生，大家便让他们负责切割“肉”。
他们把肉切成条，挂在飞机侧面解冻——这些肉在雪地里已经冻得很硬。
They lived on this and the water they got by melting snow with the help of metal scrapped from the plane. At night they sheltered in the wreckage.
This was their arrangement until one day, an avalanche trapped them in the plane for days until they could dig their way out.
Some of them died in that avalanche.
他们靠这些肉和用飞机残骸中的金属融化积雪得到的水生存，晚上则躲在飞机残骸中避难。
这样的日子持续了一段时间，直到一场雪崩将他们困在飞机里好几天，他们才挖开通道逃了出来。
有几个人在这场雪崩中丧生。
Those who didn't now had to eat their fellow survivors whom the avalanche had just taken. They had eaten nothing for two days and now felt enormously hungry.
The bodies of those who had been killed in the crash remained buried in the snow outside the plane, so the cousins uncovered one of those who had been smothered in the avalanche and cut meat off the body right in front of everyone’s eyes.
幸存下来的人现在不得不食用雪崩中遇难的同伴遗体，他们已经两天没吃东西，饥饿感难以忍受。
飞机坠毁时遇难者的遗体仍埋在飞机外的雪地里，于是有两兄弟挖出了一位雪崩中窒息身亡的同伴，当着所有人的面从遗体上割肉。
The meat before had either been cooked or at least dried in the sun; no alternative but to eat it wet and raw as it came off the bone, and since they were so hungry, many ate larger pieces, which they had to chew and taste.
It was dreadful for all of them; indeed, for some it was impossible to eat gobbets of flesh cut from the body of a friend who two days before had been living beside them.
之前的肉要么经过了烹饪，要么至少在阳光下晒干过，而这次他们别无选择，只能生吃刚从骨头上割下来的湿肉。由于极度饥饿，很多人都吃了较大的肉块，不得不细细咀嚼、品尝。
这对所有人来说都是可怕的经历，事实上，有些人根本无法吃下从两天前还和自己并肩生活的朋友身上割下的肉块。
So they had to eat people whom just days before were not only alive but chatting and sharing “beds” with them. (They huddled in pairs between the seats to sleep.)
Eventually they decided to send three for help.
Nando, who was one of the most injured at first, had recovered quickly, and volunteered to go.
他们不得不食用那些几天前还活着、和他们聊天、挤在座位之间同眠的人。
最终，他们决定派三个人出去求救。
南多起初是受伤最严重的人之一，但他恢复得很快，主动请缨前去求救。
He told another guy he didn't want to wait until he “had to eat his own mother and sister.” He would rather risk his life to find help or die trying.
They guessed they were already near Chile. They studied maps salvaged from the plane and headed there.
他对另一个人说，他不想等到“不得不吃自己的母亲和妹妹”的地步，宁愿冒险去求救，要么成功，要么死在途中。
他们猜测自己已经离智利不远，仔细研究了从飞机残骸中找到的地图后，便朝着那个方向出发了。
They trekked for ten days through and over cold mountains. They finally reached a farmer, and from there they eventually got help for the rest of the guys.
16 men out of 45 passengers survived the whole ordeal.
他们在寒冷的山脉中跋涉了十天，终于遇到了一位农夫，从那里为剩下的人争取到了救援。
45名乘客中，最终有16人熬过了这场磨难活了下来。
Eating people. Sounds horrifying, but it was a matter of life and death for them, and we don't know what we'll do in their situation.
吃人肉听起来令人毛骨悚然，但对他们来说这是生死攸关的选择，我们无法预知自己处于那样的境地会做出什么决定。
The Gimli Glider.
吉姆利滑翔机空难。
The type of the accident was “fuel starvation due to ground and flight crew errors”. The Gimli Glider was the nickname of a Canadian Boeing 767–233 (C-GAUN) which came down as a glider to Gimli airstrip as it had ran out of fuel mid-air.
这起事故的类型是“因地面人员和机组人员失误导致燃油耗尽”。吉姆利滑翔机是加拿大一架波音767-233型飞机（注册号C-GAUN）的昵称，这架飞机在飞行途中燃油耗尽，最终以滑翔机的姿态降落在吉姆利机场跑道。
The plane, assigned to Air Canada Flight 143 was a Canadian scheduled domestic passenger flight between Montreal and Edmonton, ran out of fuel on July 23, 1983, at an altitude of 41,000 feet (12,000 m), midway through the flight. The crew was able to glide the Boeing 767 aircraft safely to an emergency landing at a former Royal Canadian Air Force base in Gimli, Manitoba that had been turned into a motor racing track.
这架飞机隶属于加拿大航空公司143号航班，是一趟从蒙特利尔飞往埃德蒙顿的定期国内客运航班。1983年7月23日，飞机在飞行途中、海拔41000英尺（约12000米）的高度耗尽燃油。机组人员成功将这架波音767飞机滑翔至曼尼托巴省吉姆利市一个前加拿大皇家空军基地紧急降落，该基地当时已被改造成赛车场。
The subsequent investigation revealed that a combination of company failures, human errors and confusion over unit measures had led to the aircraft being refuelled with insufficient fuel for the planned flight. The root cause was confusing kilograms and pounds with each other.
后续调查显示，公司管理失误、人为错误以及单位换算混乱共同导致飞机加注的燃油不足以完成计划航程，根本原因是将千克和磅这两个重量单位弄混了。
Canada had gone metric in the 1970s, but like always, learning new stuff is difficult. At the time of the incident, Canada was in the process of converting to the metric system in the aviation sector. As part of this process, the new 767s being acquired by Air Canada were the first to be calibrated for metric units instead of Imperial units (gallons and pounds). All other aircraft were still operating with Imperial units.
加拿大在20世纪70年代就已改用公制，但学习新事物向来不易。事故发生时，加拿大航空业正处于向公制转换的过程中，加拿大航空公司新购入的767系列飞机是首批采用公制单位（而非英制单位，如加仑和磅）校准的机型，而其他所有飞机仍在使用英制单位。
For the trip to Edmonton, the pilot calculated a fuel requirement of 22,300 kilograms (49,200 lb). A floatstick check indicated that there were 7,682 litres (1,690 imp gal; 2,029 US gal) already in the tanks. To calculate how much more fuel had to be added, the crew needed to convert the volume (litres) in the tanks to a mass (kilograms), subtract that figure from 22,300 kg and convert the result back into a volume. In previous times, this task would have been completed by a flight engineer, but the 767 was the first of a new generation of airliners that flew with only a pilot and co-pilot.
此次飞往埃德蒙顿的航班，飞行员计算出所需燃油量为22300千克（49200磅）。通过浮尺检测发现，油箱中已存有7682升（1690英制加仑、2029美制加仑）燃油。要计算还需加注多少燃油，机组人员需要将油箱中的燃油体积（升）换算成质量（千克），用22300千克减去这个数值，再将结果换算回体积。过去，这项工作由飞行工程师完成，但767机型是新一代仅需飞行员和副驾驶即可操作的客机。
The volume of jet fuel varies with temperature. In this case, the mass of a litre of fuel was 0.803 kg, so the correct calculation was: 7,682 litres × 0.8 kg/L = 6,169 kg = mass of fuel already on board; 22,300 kg − 6,169 kg = 16,131 kg = mass of additional fuel required, or 16,131 kg ÷ (0.8 kg/L) = 20,088 litres = volume of additional fuel required.
航空燃油的体积会随温度变化，此次航班中，每升燃油的质量为0.803千克，正确的计算过程应为：7682升×0.8千克/升=6169千克（油箱中现有燃油质量）；22300千克-6169千克=16131千克（所需加注燃油质量）；16131千克÷0.8千克/升=20088升（所需加注燃油体积）。
The ground crew, however, used the incorrect conversion factor of 1.77, the mass of a litre of fuel in pounds, while the correct would have been 0.803 (the mass of a litre of fuel in kilograms) and this error was not noticed by the flight crew. The conversion factor provided on the refueller's paperwork was one that had always been used in the past, when Air Canada's fleet had been imperial-calibrated.
然而，地面工作人员使用了错误的换算系数1.77——这是每升燃油以磅为单位的质量，而正确的换算系数应为0.803（每升燃油以千克为单位的质量），且机组人员并未发现这个错误。加油车上文件中提供的换算系数是加拿大航空公司机队仍使用英制单位时一直沿用的数值。
The calculation that they actually performed was: 7,682 litres × 1.77 lb/L = 13,597 lb (because of the incorrect conversion factor, this quantity was interpreted incorrectly as 13,597 kg already on board); 22,300 kg − 13,597 kg = 8,703 kg = mass of additional fuel required; 8,703 kg ÷ (1.77 lb/L) = 4,917 L = volume of additional fuel required (because of the incorrect conversion factor, this quantity was interpreted incorrectly as 4,917 L).
他们实际的计算过程是：7682升×1.77磅/升=13597磅（由于换算系数错误，这个数值被误判为油箱中现有燃油质量13597千克）；22300千克-13597千克=8703千克（所需加注燃油质量）；8703千克÷1.77磅/升=4917升（所需加注燃油体积，因换算系数错误，该数值被直接误用作加注量）。
Instead of taking on the 20,088 litres of additional fuel that they required, they instead took on only 4,917 litres. The use of the incorrect conversion factor led to a total fuel load of only 22,300 pounds (10,100 kg) rather than the 22,300 kilograms that was needed. This was approximately half the amount required to reach their destination. Knowing the problems with the FQIS, Captain Pearson double-checked their calculations but was given the same incorrect conversion factor and came up with the same erroneous figures.
最终，飞机没有加注所需的20088升燃油，仅加注了4917升。错误的换算系数导致飞机总燃油装载量仅为22300磅（10100千克），而非所需的22300千克，仅为抵达目的地所需燃油量的一半左右。尽管皮尔逊机长知道燃油量指示系统存在问题，并对计算结果进行了复核，但由于得到的仍是错误的换算系数，最终得出了相同的错误数值。
Oops.
So the aeroplane simply ran out of the fuel mid-flight. Airliners tend to have poor glide ratios (12 to 1), but good enough to glide to a nearest emergency strip if they have enough altitude, and they had.
哎呀。
就这样，飞机在飞行途中彻底耗尽了燃油。客机的滑翔比通常较低（12:1），但只要有足够的高度，仍足以滑翔至最近的紧急跑道，而当时这架飞机恰好具备足够高度。
The First Officer Maurice Quintal, a former RCAF aviator, knew the abandoned Gimli airstrip, and decided to land there, and he radioed to the air traffic controller. Captain Pearson was an experienced glider pilot, and decided to land the airliner deadstick (as a glider). Unbeknown to Quintal or to the air traffic controller, a part of the facility had been converted to a race track complex.
副驾驶莫里斯·昆塔尔曾是加拿大皇家空军飞行员，他知道吉姆利有一条废弃的机场跑道，于是决定在那里降落，并向空中交通管制员发出了通报。皮尔逊机长则是一名经验丰富的滑翔机飞行员，决定让客机以无动力滑翔的方式降落。但昆塔尔和空中交通管制员都不知道，该设施的一部分已被改造成了赛车场综合体。
A sports car race hosted by the Winnipeg Sports Car Club was underway at the time of the incident and the area around the decommissioned runway was full of cars and campers. Part of the decommissioned runway was being used to stage the race.
Without power, the pilots used gravity to lower the landing gear and lock it into place. The main gear locked into position, but the nose wheel did not; this later turned out to be advantageous.
事故发生时，温尼伯跑车俱乐部正在那里举办跑车比赛，废弃跑道周围停满了车辆和露营车，部分废弃跑道还被用作了比赛赛道。
由于没有动力，飞行员依靠重力放下起落架并锁定。主起落架成功锁定，但前起落架未能锁定，而这一点后来被证明是有利的。
As the runway drew near, it became apparent that the aircraft was coming in too high and fast, raising the danger of running off the runway before it could be stopped. The pilots briefly considered a 360-degree turn to reduce speed and altitude, but decided that they did not have enough altitude for the manoeuvre. Pearson decided to execute a forward slip to increase drag and lose altitude. This manoeuvre, also known as skidding, is commonly used with gliders and light aircraft to descend more quickly without increasing forward speed.
随着跑道逐渐接近，机组人员发现飞机的降落高度过高、速度过快，存在未停稳就冲出跑道的风险。他们曾短暂考虑过进行360度转弯以降低速度和高度，但认为当时的高度不足以完成这一动作。皮尔逊机长决定采用前侧滑的方式增加阻力、降低高度，这种动作也被称为侧滑，常用于滑翔机和轻型飞机，可在不增加前进速度的情况下快速下降。
Complicating matters was the fact that with both of its engines out, the plane made virtually no noise during its approach. People on the ground thus had no warning of the impromptu landing and little time to flee. As the gliding plane closed in on the runway, the pilots noticed that there were two boys riding bicycles within 1,000 feet (300 m) of the projected point of impact. Captain Pearson would later remark that the boys were so close that he could see the looks of sheer terror on their faces as they realized that a commercial airliner was bearing down on them.
更复杂的是，由于两台发动机都已停止运转，飞机在接近跑道时几乎没有发出任何声音。地面上的人们没有收到任何临时降落的预警，几乎没有时间躲避。当滑翔的飞机逼近跑道时，飞行员发现预计撞击点1000英尺（约300米）范围内有两个男孩正在骑自行车。皮尔逊机长后来回忆说，当时男孩们离得非常近，他能清楚地看到他们意识到一架商用客机正朝自己冲来时，脸上露出的极度恐惧的表情。
Two factors helped avert disaster: the failure of the front landing gear to lock into position during the gravity drop, and the presence of a guardrail that had been installed along the centre of the decommissioned runway to facilitate its use as a race track. As soon as the wheels touched down on the runway, Pearson braked hard, blowing out two of the aircraft's tires. The unlocked nose wheel collapsed and was forced back into its well, causing the aircraft's nose to slam into, bounce off, and then scrape along the ground. This additional friction helped to slow the airplane and kept it from careening into the crowds surrounding the runway. After the aircraft had touched down, the nose began to scrape along the guardrail in the centre of the race track; Pearson applied extra right brake, which caused the main landing gear to straddle the guardrail creating additional drag that further reduced the speed. Air Canada Flight 143 came to a final stop on the ground 17 minutes after running out of fuel.
有两个因素帮助避免了灾难的发生：一是前起落架在重力放下时未能锁定，二是废弃跑道中央为方便用作赛道而安装的护栏。飞机轮子一接触跑道，皮尔逊机长就猛踩刹车，导致飞机的两个轮胎爆裂。未锁定的前起落架坍塌并被压回轮舱，使得飞机头部撞击地面、弹起后又在地面滑行摩擦，这额外的摩擦力帮助飞机减速，避免了冲入跑道周围的人群。飞机降落后，机头开始沿着赛道中央的护栏滑行，皮尔逊机长额外施加右侧刹车，使主起落架跨在护栏两侧，产生了更多阻力，进一步降低了速度。加拿大航空143号航班在燃油耗尽17分钟后，最终在地面停稳。
There were no serious injuries among the 61 passengers or the people on the ground. A minor fire in the nose area was extinguished by racers and course workers armed with fire extinguishers.
The aviation authorities were not amused of the accident, which would have been fully preventable. At the same time they praised Pearson’s and Quintal’s professionalism and skill on gliding the airliner to safety.
61名乘客和地面人员均未受重伤，机头部位发生的小范围火灾也被手持灭火器的赛车手和赛道工作人员扑灭。
航空管理部门对这起本可完全避免的事故表示不满，但同时也赞扬了皮尔逊和昆塔尔的专业素养和驾驶技能，正是他们将客机安全滑翔降落。
The airliner was repaired and returned to service, and she flew 25 years more. She was finally retired, and scrapped 2014. The aluminium of her fuselage was stamped into commemorate luggage tags. Her cockpit has been turned into a simulator, and is located at Gimli Motor Sports Center, Manitoba, Canada.
这架客机经修复后重新投入使用，又服役了25年，最终于2014年退役并拆解。机身的铝材被压制成纪念行李牌，驾驶舱则被改造成模拟器，现陈列于加拿大曼尼托巴省的吉姆利赛车运动中心。
read the book, seen the movie
读过书，看过电影
Uruguayan Air Force Flight 571.
The co-pilot taking the reigns at that time was quite inexperienced. Maybe he misread his controls, or maybe they were faulty.
Either way, he tried to take a landing far earlier than he should, when they were far off from the airport he thought they were nearing.
乌拉圭空军571号航班空难。
当时负责操控飞机的副驾驶经验相当不足。他可能看错了操控装置，也可能是装置本身出现了故障。
不管是哪种情况，他都过早地尝试降落，而当时飞机距离他以为即将抵达的机场还很远。
The plane hit the side of a mountain. A wing came off. It broke off at such an angle and speed that it ripped off the tail. Some of the passengers were dragged out by the wind to meet their ends.
It stumbled around for a bit before crash landing on a steep valley, killing more in the process.
The plane was a rental to take a Uruguayan rugby team to Chile for a match. Some of their friends and family came with them.
飞机撞上了山体侧面，一个机翼脱落。机翼脱落的角度和速度极大，连带扯掉了机尾，一些乘客被风吹出飞机遇难。
飞机在失控颠簸了一阵后，坠毁在一个陡峭的山谷中，过程中又造成更多人死亡。
这架飞机是租来的，用于搭载乌拉圭一支橄榄球队前往智利参加比赛，队员的一些亲友也一同随行。
Nando Parrado. His mother and sister both came with him.
His mother died almost instantly. His sister suffered serious wounds for a few more days until she too passed. Nando nursed her all throughout that time, consoling her delirious cries and hugging her to keep her warm.
南多·帕拉多的母亲和妹妹都和他一起乘坐了这架飞机。
他的母亲几乎当场死亡，妹妹受了重伤，撑了几天也不幸离世。在此期间，南多一直悉心照料妹妹，安慰她神志不清时的哭喊，紧紧抱着她为她取暖。
At first the survivors thought they were going to get rescued, but with the help of a radio they heard the rescue search had been called off.
They had barely any food. It was freezing temperatures, day and night. Water was quite a task to obtain. They didn't know when or how or if they were going to leave this place.
起初，幸存者们以为自己会被营救，但通过一台收音机，他们得知搜救行动已经停止。
他们几乎没有食物，日夜都处于严寒之中，获取水源也极为困难。他们不知道何时、如何才能离开这个地方，甚至不确定自己能否离开。
Nobody said it, but everybody was thinking it. They would have to eat the bodies. Not just to survive, but to gain strength so the strongest of them could go looking for help.
And so they did.
虽然没人说出口，但每个人都在想一件事：他们必须靠吃人肉生存。这不仅是为了活下去，更是为了积蓄力量，让身体最强壮的人能出去求救。他们最终还是这么做了。
There were three guys in the team who were medical students. They gave these guys the task of cutting “the meat.”
They cut strips and hung them on the side of the plane to get warm, since they were quite frozen cold in the snow.
球队中有三个人是医学院学生，大家便让他们负责切割“肉”。
他们把肉切成条，挂在飞机侧面解冻——这些肉在雪地里已经冻得很硬。
They lived on this and the water they got by melting snow with the help of metal scrapped from the plane. At night they sheltered in the wreckage.
This was their arrangement until one day, an avalanche trapped them in the plane for days until they could dig their way out.
Some of them died in that avalanche.
他们靠这些肉和用飞机残骸中的金属融化积雪得到的水生存，晚上则躲在飞机残骸中避难。
这样的日子持续了一段时间，直到一场雪崩将他们困在飞机里好几天，他们才挖开通道逃了出来。
有几个人在这场雪崩中丧生。
Those who didn't now had to eat their fellow survivors whom the avalanche had just taken. They had eaten nothing for two days and now felt enormously hungry.
The bodies of those who had been killed in the crash remained buried in the snow outside the plane, so the cousins uncovered one of those who had been smothered in the avalanche and cut meat off the body right in front of everyone’s eyes.
幸存下来的人现在不得不食用雪崩中遇难的同伴遗体，他们已经两天没吃东西，饥饿感难以忍受。
飞机坠毁时遇难者的遗体仍埋在飞机外的雪地里，于是有两兄弟挖出了一位雪崩中窒息身亡的同伴，当着所有人的面从遗体上割肉。
The meat before had either been cooked or at least dried in the sun; no alternative but to eat it wet and raw as it came off the bone, and since they were so hungry, many ate larger pieces, which they had to chew and taste.
It was dreadful for all of them; indeed, for some it was impossible to eat gobbets of flesh cut from the body of a friend who two days before had been living beside them.
之前的肉要么经过了烹饪，要么至少在阳光下晒干过，而这次他们别无选择，只能生吃刚从骨头上割下来的湿肉。由于极度饥饿，很多人都吃了较大的肉块，不得不细细咀嚼、品尝。
这对所有人来说都是可怕的经历，事实上，有些人根本无法吃下从两天前还和自己并肩生活的朋友身上割下的肉块。
So they had to eat people whom just days before were not only alive but chatting and sharing “beds” with them. (They huddled in pairs between the seats to sleep.)
Eventually they decided to send three for help.
Nando, who was one of the most injured at first, had recovered quickly, and volunteered to go.
他们不得不食用那些几天前还活着、和他们聊天、挤在座位之间同眠的人。
最终，他们决定派三个人出去求救。
南多起初是受伤最严重的人之一，但他恢复得很快，主动请缨前去求救。
He told another guy he didn't want to wait until he “had to eat his own mother and sister.” He would rather risk his life to find help or die trying.
They guessed they were already near Chile. They studied maps salvaged from the plane and headed there.
他对另一个人说，他不想等到“不得不吃自己的母亲和妹妹”的地步，宁愿冒险去求救，要么成功，要么死在途中。
他们猜测自己已经离智利不远，仔细研究了从飞机残骸中找到的地图后，便朝着那个方向出发了。
They trekked for ten days through and over cold mountains. They finally reached a farmer, and from there they eventually got help for the rest of the guys.
16 men out of 45 passengers survived the whole ordeal.
他们在寒冷的山脉中跋涉了十天，终于遇到了一位农夫，从那里为剩下的人争取到了救援。
45名乘客中，最终有16人熬过了这场磨难活了下来。
Eating people. Sounds horrifying, but it was a matter of life and death for them, and we don't know what we'll do in their situation.
吃人肉听起来令人毛骨悚然，但对他们来说这是生死攸关的选择，我们无法预知自己处于那样的境地会做出什么决定。
The Gimli Glider.
吉姆利滑翔机空难。
The type of the accident was “fuel starvation due to ground and flight crew errors”. The Gimli Glider was the nickname of a Canadian Boeing 767–233 (C-GAUN) which came down as a glider to Gimli airstrip as it had ran out of fuel mid-air.
这起事故的类型是“因地面人员和机组人员失误导致燃油耗尽”。吉姆利滑翔机是加拿大一架波音767-233型飞机（注册号C-GAUN）的昵称，这架飞机在飞行途中燃油耗尽，最终以滑翔机的姿态降落在吉姆利机场跑道。
The plane, assigned to Air Canada Flight 143 was a Canadian scheduled domestic passenger flight between Montreal and Edmonton, ran out of fuel on July 23, 1983, at an altitude of 41,000 feet (12,000 m), midway through the flight. The crew was able to glide the Boeing 767 aircraft safely to an emergency landing at a former Royal Canadian Air Force base in Gimli, Manitoba that had been turned into a motor racing track.
这架飞机隶属于加拿大航空公司143号航班，是一趟从蒙特利尔飞往埃德蒙顿的定期国内客运航班。1983年7月23日，飞机在飞行途中、海拔41000英尺（约12000米）的高度耗尽燃油。机组人员成功将这架波音767飞机滑翔至曼尼托巴省吉姆利市一个前加拿大皇家空军基地紧急降落，该基地当时已被改造成赛车场。
The subsequent investigation revealed that a combination of company failures, human errors and confusion over unit measures had led to the aircraft being refuelled with insufficient fuel for the planned flight. The root cause was confusing kilograms and pounds with each other.
后续调查显示，公司管理失误、人为错误以及单位换算混乱共同导致飞机加注的燃油不足以完成计划航程，根本原因是将千克和磅这两个重量单位弄混了。
Canada had gone metric in the 1970s, but like always, learning new stuff is difficult. At the time of the incident, Canada was in the process of converting to the metric system in the aviation sector. As part of this process, the new 767s being acquired by Air Canada were the first to be calibrated for metric units instead of Imperial units (gallons and pounds). All other aircraft were still operating with Imperial units.
加拿大在20世纪70年代就已改用公制，但学习新事物向来不易。事故发生时，加拿大航空业正处于向公制转换的过程中，加拿大航空公司新购入的767系列飞机是首批采用公制单位（而非英制单位，如加仑和磅）校准的机型，而其他所有飞机仍在使用英制单位。
For the trip to Edmonton, the pilot calculated a fuel requirement of 22,300 kilograms (49,200 lb). A floatstick check indicated that there were 7,682 litres (1,690 imp gal; 2,029 US gal) already in the tanks. To calculate how much more fuel had to be added, the crew needed to convert the volume (litres) in the tanks to a mass (kilograms), subtract that figure from 22,300 kg and convert the result back into a volume. In previous times, this task would have been completed by a flight engineer, but the 767 was the first of a new generation of airliners that flew with only a pilot and co-pilot.
此次飞往埃德蒙顿的航班，飞行员计算出所需燃油量为22300千克（49200磅）。通过浮尺检测发现，油箱中已存有7682升（1690英制加仑、2029美制加仑）燃油。要计算还需加注多少燃油，机组人员需要将油箱中的燃油体积（升）换算成质量（千克），用22300千克减去这个数值，再将结果换算回体积。过去，这项工作由飞行工程师完成，但767机型是新一代仅需飞行员和副驾驶即可操作的客机。
The volume of jet fuel varies with temperature. In this case, the mass of a litre of fuel was 0.803 kg, so the correct calculation was: 7,682 litres × 0.8 kg/L = 6,169 kg = mass of fuel already on board; 22,300 kg − 6,169 kg = 16,131 kg = mass of additional fuel required, or 16,131 kg ÷ (0.8 kg/L) = 20,088 litres = volume of additional fuel required.
航空燃油的体积会随温度变化，此次航班中，每升燃油的质量为0.803千克，正确的计算过程应为：7682升×0.8千克/升=6169千克（油箱中现有燃油质量）；22300千克-6169千克=16131千克（所需加注燃油质量）；16131千克÷0.8千克/升=20088升（所需加注燃油体积）。
The ground crew, however, used the incorrect conversion factor of 1.77, the mass of a litre of fuel in pounds, while the correct would have been 0.803 (the mass of a litre of fuel in kilograms) and this error was not noticed by the flight crew. The conversion factor provided on the refueller's paperwork was one that had always been used in the past, when Air Canada's fleet had been imperial-calibrated.
然而，地面工作人员使用了错误的换算系数1.77——这是每升燃油以磅为单位的质量，而正确的换算系数应为0.803（每升燃油以千克为单位的质量），且机组人员并未发现这个错误。加油车上文件中提供的换算系数是加拿大航空公司机队仍使用英制单位时一直沿用的数值。
The calculation that they actually performed was: 7,682 litres × 1.77 lb/L = 13,597 lb (because of the incorrect conversion factor, this quantity was interpreted incorrectly as 13,597 kg already on board); 22,300 kg − 13,597 kg = 8,703 kg = mass of additional fuel required; 8,703 kg ÷ (1.77 lb/L) = 4,917 L = volume of additional fuel required (because of the incorrect conversion factor, this quantity was interpreted incorrectly as 4,917 L).
他们实际的计算过程是：7682升×1.77磅/升=13597磅（由于换算系数错误，这个数值被误判为油箱中现有燃油质量13597千克）；22300千克-13597千克=8703千克（所需加注燃油质量）；8703千克÷1.77磅/升=4917升（所需加注燃油体积，因换算系数错误，该数值被直接误用作加注量）。
Instead of taking on the 20,088 litres of additional fuel that they required, they instead took on only 4,917 litres. The use of the incorrect conversion factor led to a total fuel load of only 22,300 pounds (10,100 kg) rather than the 22,300 kilograms that was needed. This was approximately half the amount required to reach their destination. Knowing the problems with the FQIS, Captain Pearson double-checked their calculations but was given the same incorrect conversion factor and came up with the same erroneous figures.
最终，飞机没有加注所需的20088升燃油，仅加注了4917升。错误的换算系数导致飞机总燃油装载量仅为22300磅（10100千克），而非所需的22300千克，仅为抵达目的地所需燃油量的一半左右。尽管皮尔逊机长知道燃油量指示系统存在问题，并对计算结果进行了复核，但由于得到的仍是错误的换算系数，最终得出了相同的错误数值。
Oops.
So the aeroplane simply ran out of the fuel mid-flight. Airliners tend to have poor glide ratios (12 to 1), but good enough to glide to a nearest emergency strip if they have enough altitude, and they had.
哎呀。
就这样，飞机在飞行途中彻底耗尽了燃油。客机的滑翔比通常较低（12:1），但只要有足够的高度，仍足以滑翔至最近的紧急跑道，而当时这架飞机恰好具备足够高度。
The First Officer Maurice Quintal, a former RCAF aviator, knew the abandoned Gimli airstrip, and decided to land there, and he radioed to the air traffic controller. Captain Pearson was an experienced glider pilot, and decided to land the airliner deadstick (as a glider). Unbeknown to Quintal or to the air traffic controller, a part of the facility had been converted to a race track complex.
副驾驶莫里斯·昆塔尔曾是加拿大皇家空军飞行员，他知道吉姆利有一条废弃的机场跑道，于是决定在那里降落，并向空中交通管制员发出了通报。皮尔逊机长则是一名经验丰富的滑翔机飞行员，决定让客机以无动力滑翔的方式降落。但昆塔尔和空中交通管制员都不知道，该设施的一部分已被改造成了赛车场综合体。
A sports car race hosted by the Winnipeg Sports Car Club was underway at the time of the incident and the area around the decommissioned runway was full of cars and campers. Part of the decommissioned runway was being used to stage the race.
Without power, the pilots used gravity to lower the landing gear and lock it into place. The main gear locked into position, but the nose wheel did not; this later turned out to be advantageous.
事故发生时，温尼伯跑车俱乐部正在那里举办跑车比赛，废弃跑道周围停满了车辆和露营车，部分废弃跑道还被用作了比赛赛道。
由于没有动力，飞行员依靠重力放下起落架并锁定。主起落架成功锁定，但前起落架未能锁定，而这一点后来被证明是有利的。
As the runway drew near, it became apparent that the aircraft was coming in too high and fast, raising the danger of running off the runway before it could be stopped. The pilots briefly considered a 360-degree turn to reduce speed and altitude, but decided that they did not have enough altitude for the manoeuvre. Pearson decided to execute a forward slip to increase drag and lose altitude. This manoeuvre, also known as skidding, is commonly used with gliders and light aircraft to descend more quickly without increasing forward speed.
随着跑道逐渐接近，机组人员发现飞机的降落高度过高、速度过快，存在未停稳就冲出跑道的风险。他们曾短暂考虑过进行360度转弯以降低速度和高度，但认为当时的高度不足以完成这一动作。皮尔逊机长决定采用前侧滑的方式增加阻力、降低高度，这种动作也被称为侧滑，常用于滑翔机和轻型飞机，可在不增加前进速度的情况下快速下降。
Complicating matters was the fact that with both of its engines out, the plane made virtually no noise during its approach. People on the ground thus had no warning of the impromptu landing and little time to flee. As the gliding plane closed in on the runway, the pilots noticed that there were two boys riding bicycles within 1,000 feet (300 m) of the projected point of impact. Captain Pearson would later remark that the boys were so close that he could see the looks of sheer terror on their faces as they realized that a commercial airliner was bearing down on them.
更复杂的是，由于两台发动机都已停止运转，飞机在接近跑道时几乎没有发出任何声音。地面上的人们没有收到任何临时降落的预警，几乎没有时间躲避。当滑翔的飞机逼近跑道时，飞行员发现预计撞击点1000英尺（约300米）范围内有两个男孩正在骑自行车。皮尔逊机长后来回忆说，当时男孩们离得非常近，他能清楚地看到他们意识到一架商用客机正朝自己冲来时，脸上露出的极度恐惧的表情。
Two factors helped avert disaster: the failure of the front landing gear to lock into position during the gravity drop, and the presence of a guardrail that had been installed along the centre of the decommissioned runway to facilitate its use as a race track. As soon as the wheels touched down on the runway, Pearson braked hard, blowing out two of the aircraft's tires. The unlocked nose wheel collapsed and was forced back into its well, causing the aircraft's nose to slam into, bounce off, and then scrape along the ground. This additional friction helped to slow the airplane and kept it from careening into the crowds surrounding the runway. After the aircraft had touched down, the nose began to scrape along the guardrail in the centre of the race track; Pearson applied extra right brake, which caused the main landing gear to straddle the guardrail creating additional drag that further reduced the speed. Air Canada Flight 143 came to a final stop on the ground 17 minutes after running out of fuel.
有两个因素帮助避免了灾难的发生：一是前起落架在重力放下时未能锁定，二是废弃跑道中央为方便用作赛道而安装的护栏。飞机轮子一接触跑道，皮尔逊机长就猛踩刹车，导致飞机的两个轮胎爆裂。未锁定的前起落架坍塌并被压回轮舱，使得飞机头部撞击地面、弹起后又在地面滑行摩擦，这额外的摩擦力帮助飞机减速，避免了冲入跑道周围的人群。飞机降落后，机头开始沿着赛道中央的护栏滑行，皮尔逊机长额外施加右侧刹车，使主起落架跨在护栏两侧，产生了更多阻力，进一步降低了速度。加拿大航空143号航班在燃油耗尽17分钟后，最终在地面停稳。
There were no serious injuries among the 61 passengers or the people on the ground. A minor fire in the nose area was extinguished by racers and course workers armed with fire extinguishers.
The aviation authorities were not amused of the accident, which would have been fully preventable. At the same time they praised Pearson’s and Quintal’s professionalism and skill on gliding the airliner to safety.
61名乘客和地面人员均未受重伤，机头部位发生的小范围火灾也被手持灭火器的赛车手和赛道工作人员扑灭。
航空管理部门对这起本可完全避免的事故表示不满，但同时也赞扬了皮尔逊和昆塔尔的专业素养和驾驶技能，正是他们将客机安全滑翔降落。
The airliner was repaired and returned to service, and she flew 25 years more. She was finally retired, and scrapped 2014. The aluminium of her fuselage was stamped into commemorate luggage tags. Her cockpit has been turned into a simulator, and is located at Gimli Motor Sports Center, Manitoba, Canada.
这架客机经修复后重新投入使用，又服役了25年，最终于2014年退役并拆解。机身的铝材被压制成纪念行李牌，驾驶舱则被改造成模拟器，现陈列于加拿大曼尼托巴省的吉姆利赛车运动中心。
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