Narrative:

My 2-DAY trip with a captain whom I was told was a check- airman whom I've seen around, but did not know and had never met, until 30 min before our 2-DAY trip. After the fact, I discovered that he was no longer a check-airman. Our trip started out mem-mke. Milwaukee WX was light snow, low visibility and low ceilings -- snow plowing and de-icing in progress. While preparing for our mke-mem flight. I was receiving some misinfo from the captain. (Ie, that our company no longer used type-2 de-icing/anti- icing fluid -- which is important in determining hold over time.) also that reduced flaps were not authority/authorized on a contaminated runway, which was not true. Our flight was full, our runway was reported to be 1/4 inch slush. We were too heavy for normal flaps (15 degree) -- with contamination penalty of 1/4 inch slush maximum for flaps 15 degree was 101400 pounds. We weighed approximately 102500 pounds. The captain made it clear to me that he would not use flaps 5 degree and would use flaps 15 degree there are more details to this story which I won't take time to describe. After hinting and hoping and a braking action report of good on our runway the captain did request me to change the flaps from 15 degree to 5 degree flaps. (This was my leg) our next leg mem-atl the winds are 280 degree at 22 KTS gust to 39 KTS. My captain wanted runway 36R for departure because it would take all night to taxi out to runway 27 (best runway in the winds in mem) ground control did offer us runway 27. On taxi out the captain in not these words told me to situation down and shut up and wanted no input from me (maximum xwinds for our aircraft was 30 KTS). Tower gave us the winds 280 degrees and 22 KTS gust 39 KTS and asked if we needed to wait for the winds to settle down. The captain told me to tell them that we can go -- I did. We went he was flying, if the winds were any stronger I would have stood on the brakes. The rest of the flight I noticed that the captain was behind the power curve and a little disoriented on the approach STAR. Cockpit resource management helped me keep my head on straight and ensured that the flight remained safe. Thanks cockpit resource management.

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Original NASA ASRS Text

Title: CONFLICT IN THE COCKPIT -- THE CAPT WANTED TO IGNORE THE PROPER PROCS.

Narrative: MY 2-DAY TRIP WITH A CAPT WHOM I WAS TOLD WAS A CHK- AIRMAN WHOM I'VE SEEN AROUND, BUT DID NOT KNOW AND HAD NEVER MET, UNTIL 30 MIN BEFORE OUR 2-DAY TRIP. AFTER THE FACT, I DISCOVERED THAT HE WAS NO LONGER A CHK-AIRMAN. OUR TRIP STARTED OUT MEM-MKE. MILWAUKEE WX WAS LIGHT SNOW, LOW VISIBILITY AND LOW CEILINGS -- SNOW PLOWING AND DE-ICING IN PROGRESS. WHILE PREPARING FOR OUR MKE-MEM FLT. I WAS RECEIVING SOME MISINFO FROM THE CAPT. (IE, THAT OUR COMPANY NO LONGER USED TYPE-2 DE-ICING/ANTI- ICING FLUID -- WHICH IS IMPORTANT IN DETERMINING HOLD OVER TIME.) ALSO THAT REDUCED FLAPS WERE NOT AUTH ON A CONTAMINATED RWY, WHICH WAS NOT TRUE. OUR FLT WAS FULL, OUR RWY WAS RPTED TO BE 1/4 INCH SLUSH. WE WERE TOO HVY FOR NORMAL FLAPS (15 DEG) -- WITH CONTAMINATION PENALTY OF 1/4 INCH SLUSH MAX FOR FLAPS 15 DEG WAS 101400 LBS. WE WEIGHED APPROX 102500 LBS. THE CAPT MADE IT CLR TO ME THAT HE WOULD NOT USE FLAPS 5 DEG AND WOULD USE FLAPS 15 DEG THERE ARE MORE DETAILS TO THIS STORY WHICH I WON'T TAKE TIME TO DESCRIBE. AFTER HINTING AND HOPING AND A BRAKING ACTION RPT OF GOOD ON OUR RWY THE CAPT DID REQUEST ME TO CHANGE THE FLAPS FROM 15 DEG TO 5 DEG FLAPS. (THIS WAS MY LEG) OUR NEXT LEG MEM-ATL THE WINDS ARE 280 DEG AT 22 KTS GUST TO 39 KTS. MY CAPT WANTED RWY 36R FOR DEP BECAUSE IT WOULD TAKE ALL NIGHT TO TAXI OUT TO RWY 27 (BEST RWY IN THE WINDS IN MEM) GND CTL DID OFFER US RWY 27. ON TAXI OUT THE CAPT IN NOT THESE WORDS TOLD ME TO SIT DOWN AND SHUT UP AND WANTED NO INPUT FROM ME (MAX XWINDS FOR OUR ACFT WAS 30 KTS). TWR GAVE US THE WINDS 280 DEGS AND 22 KTS GUST 39 KTS AND ASKED IF WE NEEDED TO WAIT FOR THE WINDS TO SETTLE DOWN. THE CAPT TOLD ME TO TELL THEM THAT WE CAN GO -- I DID. WE WENT HE WAS FLYING, IF THE WINDS WERE ANY STRONGER I WOULD HAVE STOOD ON THE BRAKES. THE REST OF THE FLT I NOTICED THAT THE CAPT WAS BEHIND THE PWR CURVE AND A LITTLE DISORIENTED ON THE APCH STAR. COCKPIT RESOURCE MGMNT HELPED ME KEEP MY HEAD ON STRAIGHT AND ENSURED THAT THE FLT REMAINED SAFE. THANKS COCKPIT RESOURCE MGMNT.

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.