Narrative:

Me, first officer-PNF, 5200 hours; F/east on large transport last 1 1/2 yrs. Very little stick time during that period except for the last 60 days. Last 60 days all in slow (less than 200 KT) aircraft. The company decides that I would be great in the right seat of the light transport. I pointed out that all 850 hours (in jets) was as F/east. After studying the manuals,I received ground school and 1 hour flight training including the 3 takeoffs and lndgs required by far 61. Now I am a qualified light transport driver in the right seat of my first jet. The captain, PF, 5200 hours; light transport type rating 7 days old. Last 3 yrs flying slow (200 KT) aircraft. 300 hours as first officer on light transport about 10 yrs ago. The incident(south) in question occurred on my first trip as first officer and the captain's first trip as captain. Departing dal we were assigned runway heading to expect vectors to intercept the dal 078 degree right as per the dal SID. After flying the assigned runway heading for about 5 mins the captain stated, 'let me turn around here and intercept this radial' (referring to the dal 078 degree right). He then turned from 130 degrees (runway heading) to 065 degrees for the intercept. Just as I was about to question the heading change, approach asked to 'say heading.' I replied '065' and the controller obviously upset, responded, 'who assigned you that heading?' the controller then turned us to the northwest for resequencing. We were then assigned 250 KTS in the climb with several steps in altitude. I pointed out to the captain that our airspeed was 300 KTS and that we were assigned 250 KTS. The captain never was able to control the airspeed. Level-off was adequate on most of the step climbs. However, on one level off, it was obvious that the captain was not going to be able to make the level off and I turned off the mode C as we went through 300'. The captain was finally able to level off at over 800' above assigned altitude. I urgently pointed out to the captain that we were 800' high. At this point, the captain was just happy to have levelled the aircraft off and was making little effort to get back to assigned altitude. By now the controller knew he had a pair of squirrels on his hands. Laughing, the controller asked our altitude and the added, 'you have an aircraft right above you.' shortly thereafter, we were cleared to a higher altitude--again busted. Later on descent another altitude was busted by 1300'. I called out 300' low when we were. The captain was struggling to stay ahead (sic) of the airplane. No doubt a captain should be able to handle his aircraft. Also, a first officer should be able to handle his duties. Although we had not received, nor practiced any crew coordination activities in any detail, I was attempting to give adequate (1000 and 100') altitude callouts as well as back-up and point out other flight parameters. However, on several occasions, due to other duties (ATC) I missed giving a few of the calls. I wish I could say that all of the altitude bust(south) coincided with my missed call-outs, but they didn't. The captain was behind the aircraft and I was even further behind it. Air carrier's are required to give new capts 'mother-in-law' rides. I believe that 10 hours of initial operating experience for a newly type rated pilot would be a good idea. I know some pilots wouldn't need it. This one did. I also question the wisdom of assigning a new first officer to a new captain. Why not require a new first officer to fly his first 50 hours with a captain who has more than 50 hours in type? Weren't we professional? If you print this, please delete aircraft type and location.

Google
 

Original NASA ASRS Text

Title: FLT CREW OF LTT ON FERRY FLT, BOTH MINIMALLY QUALIFIED ON THE ACFT, CAPT-PF UNABLE TO CONTROL ACFT ACCURATELY ENOUGH TO MAKE ALT ASSIGNMENTS WITHOUT OVERSHOOTING BY WIDE MARGINS. FO REPORTING NOTES CAPT THEN MADE LITTLE EFFORT TO REGAIN ASSIGNED ALT, IN ONE INSTANCE CAUSING A CONFLICT OF LESS THAN STANDARD SEPARATION.

Narrative: ME, F/O-PNF, 5200 HRS; F/E ON LGT LAST 1 1/2 YRS. VERY LITTLE STICK TIME DURING THAT PERIOD EXCEPT FOR THE LAST 60 DAYS. LAST 60 DAYS ALL IN SLOW (LESS THAN 200 KT) ACFT. THE COMPANY DECIDES THAT I WOULD BE GREAT IN THE RIGHT SEAT OF THE LTT. I POINTED OUT THAT ALL 850 HRS (IN JETS) WAS AS F/E. AFTER STUDYING THE MANUALS,I RECEIVED GND SCHOOL AND 1 HR FLT TRNING INCLUDING THE 3 TKOFS AND LNDGS REQUIRED BY FAR 61. NOW I AM A QUALIFIED LTT DRIVER IN THE RIGHT SEAT OF MY FIRST JET. THE CAPT, PF, 5200 HRS; LTT TYPE RATING 7 DAYS OLD. LAST 3 YRS FLYING SLOW (200 KT) ACFT. 300 HRS AS F/O ON LTT ABOUT 10 YRS AGO. THE INCIDENT(S) IN QUESTION OCCURRED ON MY FIRST TRIP AS F/O AND THE CAPT'S FIRST TRIP AS CAPT. DEPARTING DAL WE WERE ASSIGNED RWY HDG TO EXPECT VECTORS TO INTERCEPT THE DAL 078 DEG R AS PER THE DAL SID. AFTER FLYING THE ASSIGNED RWY HDG FOR ABOUT 5 MINS THE CAPT STATED, 'LET ME TURN AROUND HERE AND INTERCEPT THIS RADIAL' (REFERRING TO THE DAL 078 DEG R). HE THEN TURNED FROM 130 DEGS (RWY HDG) TO 065 DEGS FOR THE INTERCEPT. JUST AS I WAS ABOUT TO QUESTION THE HDG CHANGE, APCH ASKED TO 'SAY HDG.' I REPLIED '065' AND THE CTLR OBVIOUSLY UPSET, RESPONDED, 'WHO ASSIGNED YOU THAT HDG?' THE CTLR THEN TURNED US TO THE NW FOR RESEQUENCING. WE WERE THEN ASSIGNED 250 KTS IN THE CLB WITH SEVERAL STEPS IN ALT. I POINTED OUT TO THE CAPT THAT OUR AIRSPD WAS 300 KTS AND THAT WE WERE ASSIGNED 250 KTS. THE CAPT NEVER WAS ABLE TO CONTROL THE AIRSPD. LEVEL-OFF WAS ADEQUATE ON MOST OF THE STEP CLBS. HOWEVER, ON ONE LEVEL OFF, IT WAS OBVIOUS THAT THE CAPT WAS NOT GOING TO BE ABLE TO MAKE THE LEVEL OFF AND I TURNED OFF THE MODE C AS WE WENT THROUGH 300'. THE CAPT WAS FINALLY ABLE TO LEVEL OFF AT OVER 800' ABOVE ASSIGNED ALT. I URGENTLY POINTED OUT TO THE CAPT THAT WE WERE 800' HIGH. AT THIS POINT, THE CAPT WAS JUST HAPPY TO HAVE LEVELLED THE ACFT OFF AND WAS MAKING LITTLE EFFORT TO GET BACK TO ASSIGNED ALT. BY NOW THE CTLR KNEW HE HAD A PAIR OF SQUIRRELS ON HIS HANDS. LAUGHING, THE CTLR ASKED OUR ALT AND THE ADDED, 'YOU HAVE AN ACFT RIGHT ABOVE YOU.' SHORTLY THEREAFTER, WE WERE CLRED TO A HIGHER ALT--AGAIN BUSTED. LATER ON DSCNT ANOTHER ALT WAS BUSTED BY 1300'. I CALLED OUT 300' LOW WHEN WE WERE. THE CAPT WAS STRUGGLING TO STAY AHEAD (SIC) OF THE AIRPLANE. NO DOUBT A CAPT SHOULD BE ABLE TO HANDLE HIS ACFT. ALSO, A F/O SHOULD BE ABLE TO HANDLE HIS DUTIES. ALTHOUGH WE HAD NOT RECEIVED, NOR PRACTICED ANY CREW COORD ACTIVITIES IN ANY DETAIL, I WAS ATTEMPTING TO GIVE ADEQUATE (1000 AND 100') ALT CALLOUTS AS WELL AS BACK-UP AND POINT OUT OTHER FLT PARAMETERS. HOWEVER, ON SEVERAL OCCASIONS, DUE TO OTHER DUTIES (ATC) I MISSED GIVING A FEW OF THE CALLS. I WISH I COULD SAY THAT ALL OF THE ALT BUST(S) COINCIDED WITH MY MISSED CALL-OUTS, BUT THEY DIDN'T. THE CAPT WAS BEHIND THE ACFT AND I WAS EVEN FURTHER BEHIND IT. ACR'S ARE REQUIRED TO GIVE NEW CAPTS 'MOTHER-IN-LAW' RIDES. I BELIEVE THAT 10 HRS OF INITIAL OPERATING EXPERIENCE FOR A NEWLY TYPE RATED PLT WOULD BE A GOOD IDEA. I KNOW SOME PLTS WOULDN'T NEED IT. THIS ONE DID. I ALSO QUESTION THE WISDOM OF ASSIGNING A NEW F/O TO A NEW CAPT. WHY NOT REQUIRE A NEW F/O TO FLY HIS FIRST 50 HRS WITH A CAPT WHO HAS MORE THAN 50 HRS IN TYPE? WEREN'T WE PROFESSIONAL? IF YOU PRINT THIS, PLEASE DELETE ACFT TYPE AND LOCATION.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.