Narrative:

Captain reported for duty (far 135) at approximately ar:00 on 2/90, first officer reported for duty at AC:00. Captain flew one charter flight at AD13 on 2/90, stx-stt-stx. After this charter flight captain was scheduled to fly as first officer for captain on a 'lifeguard' flight from st thomas, vi, to midway airport, chicago, il, in aircraft. The flight departed st croix, vi, (stx) for st thomas, vi, (stt) at BB55 (all times are in atlantic time) with captain, first officer and two emt's, arrival stt at BC10, after boarding the patient and traveling companion the flight departed stt at BE31 for fxe. The flight was diverted from fxe to mia because us customs and immigration office closed while en route, arrived at mia at bh:21 hours. Flight refueled and departed at BI36 for columbus, sc, fuel stop en route to midway airport. The flight arrived at cae at ca:00 hours, refueled at FBO facs - captain's last employer. Departed cae at ce:00 hours. Upon climb out captain started to get 'behind the power curve' in the climb out profile and had to descend to regain climb out mach. He did not notify ATC and ATC noted and informed the captain that he should notify 'someone' when descending through a previous altitude on climb out. Captain slept en route to chicago, upon letdown - radar vectors to midway airport, the captain reported midway in sight - when it was quite obvious that he did not. He kept remarking they are vectoring us to O'hare when we were still south of mdw. Finally the aircraft was in a position that midway could be seen within the city lights. Landed at mdw at clearance delivery:47. This completed the 'lifeguard' portion of the mission. When it was brought to the captain's attention that the crew was out of duty time, he informed the first officer that 'no way' we were going to stay in chicago - even though we were out of duty time we were going back to cae. We departed mdw at ab:09, 2/90. Captain slept most of the time en route to cae arriving at AC:40. At this time the captain's friends had made arrangements for quarters for the night and the crew was notified that we would sleep six (6) hours and would meet for breakfast at ai:00, which we did. During the night flight portion of this mission the captain utilized a butane cigarette lighter for illumination when needed. Captain did not bother to bring his flight bag, so he did not have his flashlight. A spare is in the aircraft. We departed cae at bb:50 on 2/90 for fxe for a refueling stop, arrived fxe bd:07 and departed fxe at bd:55, arrived stx bf:25. Captain slept most of the way to stx. The captain flew (other pilots were available) another 'lifeguard' mission, he departed (single pilot) stx at clearance delivery:50 (?), 2/90, arrived sju aa:25, 2/90. He departed sju AC:20 and arrived stx ad:00 hours. He slept on a couch in operations and departed again, (other pilots available) single pilot at ai:00 on 2/90 for st kitts arriving back in stx at bd:05 hours. The next day he was involved (other pilots available for flight) in 'lifeguard' operation in which the nose gear of his aircraft, would not extend or collapse on landing. This is the most unprofessional conduct I have ever observed in my 40 yrs of flying (22.5 yrs USAF). The captain also informed the first officer upon preparation for descent and landing at cae, that he knew all the frequencys and letdowns - he didn't need or want the letdown plates. This man must have a secret 'death wish' which includes the crew and any other passenger on board. It is quite obvious what can prevent a recurrence or correct the situation. The captain is director of operations of airways.

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Original NASA ASRS Text

Title: REPORTER DESCRIBES ANOTHER PLT'S VIOLATION OF FAR FLT TIME LIMITATIONS.

Narrative: CAPT RPTED FOR DUTY (FAR 135) AT APPROX AR:00 ON 2/90, FO RPTED FOR DUTY AT AC:00. CAPT FLEW ONE CHARTER FLT AT AD13 ON 2/90, STX-STT-STX. AFTER THIS CHARTER FLT CAPT WAS SCHEDULED TO FLY AS FO FOR CAPT ON A 'LIFEGUARD' FLT FROM ST THOMAS, VI, TO MIDWAY ARPT, CHICAGO, IL, IN ACFT. THE FLT DEPARTED ST CROIX, VI, (STX) FOR ST THOMAS, VI, (STT) AT BB55 (ALL TIMES ARE IN ATLANTIC TIME) WITH CAPT, FO AND TWO EMT'S, ARR STT AT BC10, AFTER BOARDING THE PATIENT AND TRAVELING COMPANION THE FLT DEPARTED STT AT BE31 FOR FXE. THE FLT WAS DIVERTED FROM FXE TO MIA BECAUSE U.S. CUSTOMS AND IMMIGRATION OFFICE CLOSED WHILE ENRTE, ARRIVED AT MIA AT BH:21 HRS. FLT REFUELED AND DEPARTED AT BI36 FOR COLUMBUS, SC, FUEL STOP ENRTE TO MIDWAY ARPT. THE FLT ARRIVED AT CAE AT CA:00 HRS, REFUELED AT FBO FACS - CAPT'S LAST EMPLOYER. DEPARTED CAE AT CE:00 HRS. UPON CLBOUT CAPT STARTED TO GET 'BEHIND THE PWR CURVE' IN THE CLBOUT PROFILE AND HAD TO DSND TO REGAIN CLBOUT MACH. HE DID NOT NOTIFY ATC AND ATC NOTED AND INFORMED THE CAPT THAT HE SHOULD NOTIFY 'SOMEONE' WHEN DSNDING THROUGH A PREVIOUS ALT ON CLBOUT. CAPT SLEPT ENRTE TO CHICAGO, UPON LETDOWN - RADAR VECTORS TO MIDWAY ARPT, THE CAPT RPTED MIDWAY IN SIGHT - WHEN IT WAS QUITE OBVIOUS THAT HE DID NOT. HE KEPT REMARKING THEY ARE VECTORING US TO O'HARE WHEN WE WERE STILL S OF MDW. FINALLY THE ACFT WAS IN A POS THAT MIDWAY COULD BE SEEN WITHIN THE CITY LIGHTS. LANDED AT MDW AT CD:47. THIS COMPLETED THE 'LIFEGUARD' PORTION OF THE MISSION. WHEN IT WAS BROUGHT TO THE CAPT'S ATTN THAT THE CREW WAS OUT OF DUTY TIME, HE INFORMED THE FO THAT 'NO WAY' WE WERE GOING TO STAY IN CHICAGO - EVEN THOUGH WE WERE OUT OF DUTY TIME WE WERE GOING BACK TO CAE. WE DEPARTED MDW AT AB:09, 2/90. CAPT SLEPT MOST OF THE TIME ENRTE TO CAE ARRIVING AT AC:40. AT THIS TIME THE CAPT'S FRIENDS HAD MADE ARRANGEMENTS FOR QUARTERS FOR THE NIGHT AND THE CREW WAS NOTIFIED THAT WE WOULD SLEEP SIX (6) HRS AND WOULD MEET FOR BREAKFAST AT AI:00, WHICH WE DID. DURING THE NIGHT FLT PORTION OF THIS MISSION THE CAPT UTILIZED A BUTANE CIGARETTE LIGHTER FOR ILLUMINATION WHEN NEEDED. CAPT DID NOT BOTHER TO BRING HIS FLT BAG, SO HE DID NOT HAVE HIS FLASHLIGHT. A SPARE IS IN THE ACFT. WE DEPARTED CAE AT BB:50 ON 2/90 FOR FXE FOR A REFUELING STOP, ARRIVED FXE BD:07 AND DEPARTED FXE AT BD:55, ARRIVED STX BF:25. CAPT SLEPT MOST OF THE WAY TO STX. THE CAPT FLEW (OTHER PLTS WERE AVAILABLE) ANOTHER 'LIFEGUARD' MISSION, HE DEPARTED (SINGLE PLT) STX AT CD:50 (?), 2/90, ARRIVED SJU AA:25, 2/90. HE DEPARTED SJU AC:20 AND ARRIVED STX AD:00 HRS. HE SLEPT ON A COUCH IN OPS AND DEPARTED AGAIN, (OTHER PLTS AVAILABLE) SINGLE PLT AT AI:00 ON 2/90 FOR ST KITTS ARRIVING BACK IN STX AT BD:05 HRS. THE NEXT DAY HE WAS INVOLVED (OTHER PLTS AVAILABLE FOR FLT) IN 'LIFEGUARD' OPERATION IN WHICH THE NOSE GEAR OF HIS ACFT, WOULD NOT EXTEND OR COLLAPSE ON LNDG. THIS IS THE MOST UNPROFESSIONAL CONDUCT I HAVE EVER OBSERVED IN MY 40 YRS OF FLYING (22.5 YRS USAF). THE CAPT ALSO INFORMED THE FO UPON PREPARATION FOR DSCNT AND LNDG AT CAE, THAT HE KNEW ALL THE FREQS AND LETDOWNS - HE DIDN'T NEED OR WANT THE LETDOWN PLATES. THIS MAN MUST HAVE A SECRET 'DEATH WISH' WHICH INCLUDES THE CREW AND ANY OTHER PAX ON BOARD. IT IS QUITE OBVIOUS WHAT CAN PREVENT A RECURRENCE OR CORRECT THE SITUATION. THE CAPT IS DIRECTOR OF OPS OF AIRWAYS.

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.