Narrative:

Giving dual to a rated CE525(south) pilot, altitude alert was ignored, verbal alert ignored. Putting pressure on controls stopped deviation at 400 ft. Pilot continued to trim up. Again advised of altitude deviation, pilot replied 'this is close enough, they will clear us to climb in a min anyway.' pilot is a 2500 hour (over 30 yrs) doctor who was quite frankly 'given' his rating by training facility. This was his first training in over 30 yrs. When he took delivery of his new aircraft 1/2 way through his simulator training he was allowed to complete it in the aircraft where 'they can't fail much on me there.' I do not believe he should have been allowed to do this. When he gets 35 more hours (now has 65) he will be able to go by himself. Look out people, he's dangerous. Callback conversation with reporter revealed the following information: reporter was providing dual instruction as a paid safety pilot for the purposes of allowing the owner of the aircraft to accrue 100 hours of CFI monitored time for insurance coverage qualification. Reporter felt he could not be paid for the 'observation' time and also be authority/authorized to turn the doctor pilot in to the FAA for being dangerous. The reporter felt the owner was dangerous for several reasons. First of all, he had no previous turbine time except for about 100 hours in a cheyenne. He had about 8-10 hours in the C-525 before he went for his type rating which took him all day, not the normal 1 1/2 hours for average pilots. His simulator training was not complete. His knowledge and operating techniques with the autoplt is marginal. His experience level in the aircraft at high altitude is very low and marginal, with his attitude of required oxygen masks being quite negative, wearing it around his neck and not on his face at FL410. He acknowledged clrncs without understanding them. He does not understand the basics in mach buffet or high altitude stall recovery techniques. The doctor is 63 yrs of age and refuses to fly in company of any other pilot, only his girl friends. The owner is in quest of youthful endeavors and has taken up sky diving as well. The reporter's main complaint is parallel with the owner's attitude is the methodology the manufacturer uses in training owner pilots which is a 'no fail' type operation. He feels the training received was very inadequate and that the pilot is not qualified for high altitude operation along with air carrier aircraft. Reporter was counseled with the information of the existence of the FAA hotline but he felt he couldn't use that as that was against his principles. He had been hired to 'ride' with the owner and could not then turn him in.

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Original NASA ASRS Text

Title: ALTDEV ALT OVERSHOT IN CLB.

Narrative: GIVING DUAL TO A RATED CE525(S) PLT, ALT ALERT WAS IGNORED, VERBAL ALERT IGNORED. PUTTING PRESSURE ON CTLS STOPPED DEV AT 400 FT. PLT CONTINUED TO TRIM UP. AGAIN ADVISED OF ALTDEV, PLT REPLIED 'THIS IS CLOSE ENOUGH, THEY WILL CLR US TO CLB IN A MIN ANYWAY.' PLT IS A 2500 HR (OVER 30 YRS) DOCTOR WHO WAS QUITE FRANKLY 'GIVEN' HIS RATING BY TRAINING FACILITY. THIS WAS HIS FIRST TRAINING IN OVER 30 YRS. WHEN HE TOOK DELIVERY OF HIS NEW ACFT 1/2 WAY THROUGH HIS SIMULATOR TRAINING HE WAS ALLOWED TO COMPLETE IT IN THE ACFT WHERE 'THEY CAN'T FAIL MUCH ON ME THERE.' I DO NOT BELIEVE HE SHOULD HAVE BEEN ALLOWED TO DO THIS. WHEN HE GETS 35 MORE HRS (NOW HAS 65) HE WILL BE ABLE TO GO BY HIMSELF. LOOK OUT PEOPLE, HE'S DANGEROUS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS PROVIDING DUAL INSTRUCTION AS A PAID SAFETY PLT FOR THE PURPOSES OF ALLOWING THE OWNER OF THE ACFT TO ACCRUE 100 HRS OF CFI MONITORED TIME FOR INSURANCE COVERAGE QUALIFICATION. RPTR FELT HE COULD NOT BE PAID FOR THE 'OBSERVATION' TIME AND ALSO BE AUTH TO TURN THE DOCTOR PLT IN TO THE FAA FOR BEING DANGEROUS. THE RPTR FELT THE OWNER WAS DANGEROUS FOR SEVERAL REASONS. FIRST OF ALL, HE HAD NO PREVIOUS TURBINE TIME EXCEPT FOR ABOUT 100 HRS IN A CHEYENNE. HE HAD ABOUT 8-10 HRS IN THE C-525 BEFORE HE WENT FOR HIS TYPE RATING WHICH TOOK HIM ALL DAY, NOT THE NORMAL 1 1/2 HRS FOR AVERAGE PLTS. HIS SIMULATOR TRAINING WAS NOT COMPLETE. HIS KNOWLEDGE AND OPERATING TECHNIQUES WITH THE AUTOPLT IS MARGINAL. HIS EXPERIENCE LEVEL IN THE ACFT AT HIGH ALT IS VERY LOW AND MARGINAL, WITH HIS ATTITUDE OF REQUIRED OXYGEN MASKS BEING QUITE NEGATIVE, WEARING IT AROUND HIS NECK AND NOT ON HIS FACE AT FL410. HE ACKNOWLEDGED CLRNCS WITHOUT UNDERSTANDING THEM. HE DOES NOT UNDERSTAND THE BASICS IN MACH BUFFET OR HIGH ALT STALL RECOVERY TECHNIQUES. THE DOCTOR IS 63 YRS OF AGE AND REFUSES TO FLY IN COMPANY OF ANY OTHER PLT, ONLY HIS GIRL FRIENDS. THE OWNER IS IN QUEST OF YOUTHFUL ENDEAVORS AND HAS TAKEN UP SKY DIVING AS WELL. THE RPTR'S MAIN COMPLAINT IS PARALLEL WITH THE OWNER'S ATTITUDE IS THE METHODOLOGY THE MANUFACTURER USES IN TRAINING OWNER PLTS WHICH IS A 'NO FAIL' TYPE OP. HE FEELS THE TRAINING RECEIVED WAS VERY INADEQUATE AND THAT THE PLT IS NOT QUALIFIED FOR HIGH ALT OP ALONG WITH ACR ACFT. RPTR WAS COUNSELED WITH THE INFO OF THE EXISTENCE OF THE FAA HOTLINE BUT HE FELT HE COULDN'T USE THAT AS THAT WAS AGAINST HIS PRINCIPLES. HE HAD BEEN HIRED TO 'RIDE' WITH THE OWNER AND COULD NOT THEN TURN HIM IN.

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.