Page:CAB Aircraft Accident Report, United Airlines Flight 227.pdf/12

 the capacity of pilot-in-command in the Boeing 727.

However, the responsibility and authority which the pilot-in-command has for the operation of a transport airplane also requires the exercise of sound judgment Fulfillment of the pilot-in-command responsibility demands self-discipline in adherence to tested and approved procedures. In this instance the captain did not follow the approved procedure with regard to rate of descent during the landing approach to the Salt Lake City Airport.

The training records of this captain indicated a pattern of below average judgment, as well as a tendency to deviate from standard operating procedures and practices. Indeed, it is significant that in this case the history not only reflects an apparent indifference toward adhering to acceptable procedures and tolerances in general, but specifically during the landing or ILS approach phases of flight.

The areonauticalaeronautical [sic] knowledge and skill levels required for an airline transport pilot may be determined through testing, but the less tangible aspect of mature judgment may not be so readily measured or determined. Pilot-in-command aptitude should be evaluated through supervisory observation of piloting performance in the carrier's day to day operation. Safety in air transportation requires the air carrier to identify those pilots in need of more training and train them; and particularly to identify those pilots who are marginal or who have demonstrated a failure to adhere to proven procedures and reassign them to duties compatible with their capabilities and limitations.

The FAA Order, dated March 8, 1966 (See Section 1.16) provides needed additional training guidelines and qualification requirements pertaining to critical aspects of jet aircraft operations. But training in piloting techniques by itself cannot adequately compensate for a marginal aptitude for duty as pilot-in-command.

The impact of the crash did not produce any traumatic injuries which would have precluded the escape of every passenger. On the contrary, it was the speed with which the passengers progressed toward the exits that prevented the stewardess from reaching her assigned duty station for evacuation. Following the accident the stewardesses recommended that they be seated near emergency exits for all takeoffs and landings. This practice has been adopted by UAL as standard procedure on all B-727 flights. Inasmuch as all emergency exits were used during the evacacuationevacuation [sic] it is not known how many additional lives, if any, might have been saved if the stewardess had been able to carry out her assignments.

An FAA committee similar to the FAA-Industry task force on crashworthiness, which evolved from the UAL DC-8 accident at Denver, Colorado, July 11, 1961, has been activated to study what remedial actions will preclude loss of life in survivable accidents in the future. This is a matter of grave concern to the Board and it is believed that the crash fire prevention research programs underway should be pressed with vigor, and that each improvement be incorporated at