Heading track deviation on radar vectored IAP ILS approach.

Attributes
ACN	267076
Time
Date	199403
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : atl
State Reference	GA
Altitude	msl bound lower : 5000 msl bound upper : 5000
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	tracon : atl
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 120 flight time total : 6000 flight time type : 1500
ASRS Report	267076
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : became reoriented flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Problem arose due to poor interpersonal relationship in cockpit. Captain was very 'loose' in running the cockpit (to the point of being unprofessional in the opinion of first officer), i.e. Non-standard procedures, would not even initiate call for checklists when he was supposed to, etc. I think he felt that as first officer I was hyper, impatient and too rigid in following procedures and may have reacted by being even more lackadaisical. On base leg to intercept localizer for 26R in atl, controller gave turn to give 30 degree intercept and intercept the localizer, and change to tower at morow. I read back the heading. Captain did not respond. I thought he was off on one of his non-standard procedures, and I then looked down to set in the tower frequency. When I looked up, he had flown through the localizer (he had not avoided it) and still had not turned. We overshot by a good bit, and the possibility for collision was there, had we had traffic for the south runway at the same altitude. Lesson: I let the irritation of this situation get in the way of monitoring the priority of flying.

Original NASA ASRS Text

Title: HDG TRACK DEV ON RADAR VECTORED IAP ILS APCH.

Narrative: PROB AROSE DUE TO POOR INTERPERSONAL RELATIONSHIP IN COCKPIT. CAPT WAS VERY 'LOOSE' IN RUNNING THE COCKPIT (TO THE POINT OF BEING UNPROFESSIONAL IN THE OPINION OF FO), I.E. NON-STANDARD PROCS, WOULD NOT EVEN INITIATE CALL FOR CHKLISTS WHEN HE WAS SUPPOSED TO, ETC. I THINK HE FELT THAT AS FO I WAS HYPER, IMPATIENT AND TOO RIGID IN FOLLOWING PROCS AND MAY HAVE REACTED BY BEING EVEN MORE LACKADAISICAL. ON BASE LEG TO INTERCEPT LOC FOR 26R IN ATL, CTLR GAVE TURN TO GIVE 30 DEG INTERCEPT AND INTERCEPT THE LOC, AND CHANGE TO TWR AT MOROW. I READ BACK THE HDG. CAPT DID NOT RESPOND. I THOUGHT HE WAS OFF ON ONE OF HIS NON-STANDARD PROCS, AND I THEN LOOKED DOWN TO SET IN THE TWR FREQ. WHEN I LOOKED UP, HE HAD FLOWN THROUGH THE LOC (HE HAD NOT AVOIDED IT) AND STILL HAD NOT TURNED. WE OVERSHOT BY A GOOD BIT, AND THE POSSIBILITY FOR COLLISION WAS THERE, HAD WE HAD TFC FOR THE S RWY AT THE SAME ALT. LESSON: I LET THE IRRITATION OF THIS SIT GET IN THE WAY OF MONITORING THE PRIORITY OF FLYING.

Data retrieved from NASA's ASRS site as of July 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.