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The flight engineer says, "Eh." in an astonished tone of voice.
飞行工程师以惊讶的音调说”啊？”
You can imagine them all thinking furiously, trying to square their assumption of where the plane is with what their instruments are telling them.
你能想象到他们有多么希望，飞机朝着他们预想中系统指示的正确位置着陆。
At 1:42:19, the first officer says, "Let's make a missed approach."
在1点42分19秒，副驾说：“我们复飞”。
He has finally upgraded from a hint to a crew obligation: he wants to abort the landing.
他最后将暗示语气改成队友职责建议语气，他想阻止着陆。
Later in the crash investigation, it was determined that if he had seized control of the plane in that moment, there would have been enough time to pull up the nose and clear Nimitz Hill.
最后，调查显示，如果那个时刻由副驾开始主控飞机，他们将完全有足够的时间爬升并离开尼米兹山，
This is what first officers are trained to do when they believe that captain is clearly in the wrong.
副驾的职责就是在确认机长操作失误后立刻控制飞机。
But it is one thing to learn that in a classroom, and quite another to actually do it in the air,
但如果处于犯错就要挨打的情境下，
with someone who might rap you with the back of his hand if you make a mistake.
那么书本所学就与实际应用完全两样。
01:42:20. Flight engineer: Not in sight. Finally, with disaster staring them in the face, the first officer and the engineer speak up.
1点42分20秒.飞行工程师说：“看不见。”最后,在灾难已经降临时,他们才开始大声呼喊：
They want the captain to go around. to pull up and start landing over again. But it's too late.
他们想让机长复飞，并再次爬升后重新着陆。但是一切都太迟了。
01:42:21. First officer: Not in sight. Missed approach. 01:42:22. Flight engineer: Go around.
1点42分21秒. 副驾:“看不见, 进近复飞”,1点42分22秒飞行工程师:“复飞”
01:42:23. Captain: Go around. 01:42:24. Ground Proximity Warning(GPW): 100 feet.01:42:24:84 GPW: 50. GPW: 40.GPW: 30. GPW: 20
1点42分23秒机长“复飞”,1点42分24秒05毫秒地面接近警告系统:“100英尺”,1点42分24秒84毫秒 GPWS:“ 50英尺”,1点42分25秒19毫秒 GPWS: “40英尺”,1点42分25秒50毫秒GPWS: “30英尺”,1点42分25秒78毫秒GPWS: “20英尺”
01:42:25:78 Sound of initial impact. 01:42:28:65 Sound of tone. 01:42:28:91 Sound of groans.01:42:30:54 Sound of tone.
1点42分25秒78毫秒（初次撞击的声音）,1点42分28秒65毫秒（杂音）,1点42分28秒91毫秒（呻吟声）,1点42分30秒54毫秒（杂音）
