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doors in general you won t open a door into the fire or into that fuel, but i will say that some of the challenges for folks that can t see things and if this fire developed and smoke developed, circumstances may have changed. you want to get the passengers off on the side that s the safest but perhaps they couldn t see what they couldn t see at the time before it developed, but the good news is, the evacuation worked. you had good crew resource management with other pilots conveying information about the leaking fluids coming out of the engine and so all of this is really important. this is a success. no one was killed. you re absolutely right. it could have been a lot worse. debra hersman, former ntsb chair. thanks very much. let s bring in our aviation analyst miles o bryan and the former ntsb managing director peter goals. do 767s have a good safety record, aad safety record?
every time the engine is used, the microscopic crack grows. the ntsb determines probable cause to be united inspectors failure to detect the crack. united airlines disputes the finding, but in the end, the ntsb upholds its report. i think that the united inspection team did what they believed to be a proper and complete job, or they wouldn t have signed the component off as air worthy. we have gotten better at nondestructive testing. that was one of the takeaways out of this, that we had to get better. not only does the inspection process improve as a result of this accident, so does the manufacturing process used to create titanium fan discs. beyond those lessons learned, united 232 is a testament to teamwork in the cockpit. executed with perfection that day, crew resource management implemented only eight years
the cvr reveals a disturbing similarity to a number of other recent crashes. the giant tristar left a halfmile long path of debris in the swamp. we looked at the eastern airlines everglades crash, and there we lost over 100 people. started out as a landing gear light and the crew became distracted and flew into the swamp. ironically another united dc8, one year prior to the portland crash, the same thing. they had a landing gear on save flight, troubleshooting that problem and flew into a mountain. the common link, inefficient or nonexistent communication in the cockpit. this failure to communicate is literally crashing planes. diehl knows something has to be done to stem the tide. he begins building a case for airlines to adopt a new training procedure being developed by nasa. it s called crew resource management, crm.
traffic controller kevin bachman. you re clear to land on any red line. you want to be particular, make it a runway. runway united flight instructor danny finch flying in first class has offered to help and is now in the cockpit. captain haynes willingness to accept fitch s offer is crew resource management in action. he would not have said anything prior to crm because you don t go up to the cockpit and bother a captain when you ve got a problem. captain finch was a perfect addition to an already effective crew, but he was an additional asset. i said take the throttles. i was asking him to do this and do that and he kind of fell into the pattern of what to do and we didn t have to say so much anymore. as united 232 approaches the airport, the pilots dump as much fuel as they can. this lightens the plane which increases their ability to control it. meantime, in the cabin senior flight attendant jan brown