Page:CAB Aircraft Accident Report, United Airlines Flight 227.pdf/11

 be allowed to develop." Although this approach was made under VFR conditions, the ILS system was on, functioning properly, and being received by the aircraft instruments. Despite the high rate of descent and position well above the glide slope portrayed on the instruments, and the previously mentioned guidelines for landing approaches, the crew continued the approach. This action was not only contrary to recommended procedures, but well beyond the parameters which are expected of a prudent pilot.

Both pilots testified that they had previously experienced the stick-shaker during training flights demonstrating approaches to a stall, but in the seconds immediately prior to impact they were reluctant to pull very hard on the control column for fear that the aircraft might stall. The captain did not execute a 360-degree turn in order to lose additional altitude in the approach, because in his judgment it was not needed and if the power had responded at the proper time the descent rate could have been arrested and a normal landing effected. The first officer did not execute a 360-degree turn because it was the captain's prerogative.

The entire jet training record of the captain reflects a spread of grading which ranges from unsatisfactory to above average. This variation is typified in his inability to complete the DC-8 training program due to "... unsatisfactory performance in the areas of command, judgment, Standard Operating Procedures, landing technique and smoothness and coordination." In the B-720 two years later he received above average grades for his command ability and judgment, qualities which do not normally vary so drastically. Grading on his landing techniques, ILS approaches, and adherence to proper procedures and tolerances also varied through his B-720 and B-727 instrument proficiency checks. Maneuvers rated below average on a given check ride were graded above average on the second attempt or on a subsequent flight, where a recheck was necessary. The comments of the two FAA inspectors who observed the B-720 and B-727 initial qualification flights of the captain give considerable insight into the captain's attitude. Both inspectors reported that they believed that while the captain had the training and ability to fly the aircraft well, he would deviate from accepted procedures and tolerances enough to make the maneuver unsatisfactory. Repetition of the maneuver following a discussion of the acceptable tolerances would result in a satisfactory performance.

The FAA flight check is designed to test a pilot's skills and techniques. The FAA inspector evaluates the applicant's overall piloting competence during the relatively short period of time involved in the check. This evaluation is usually done without the benefit of previous observation or knowledge of the applicant's performance during routine flight operations. Although the FAA, as part of its inspection system, periodically spot checks the carrier's pilot training and airman records it does not require an examination of these records as part of the certification and type rating process for each airman. The company records of this pilot were not examined as part of his B-727 flight check. The captain in this case did demonstrate to the satisfaction of the examining company check pilot and an FAA inspector that he possessed the knowledge and the ability to serve in