Narrative:

Captain was flying aircraft. Approximately 12 NM west of slc approach control issued us a clearance to fly heading 50 degrees and expect visual approach to runway 16R. We were level 11000 ft MSL. As we got to within 5 NM of airport, captain became nervous and asked for me to confirm heading. I asked if approach wanted us to continue on 50 degrees and they asked if airport in sight. Captain said yes, so I did also to approach. We were cleared for visual approach to runway 16R slc, contact tower. The captain said what a poor job of controling it had been and how we were in a tight spot. I mentioned that all we had to do was turn left to approximately north, slow down (captain had been flying at 250 KIAS), configure and in about 2-3 mi turn right and line up on final. The captain stayed on heading 50 degrees and told me to ask for runway 16L. I did this on tower frequency for runway 16R. They said yes, cleared to land runway 16L, contact the other tower frequency. The captain finally starts his right turn. He starts to slow down and configure. I talk to the tower for runway 16L and confirm our clearance to land. At this point we overshoot approximately 1/2 mi east of the centerline of runway 17. Tower clears us to land on runway 16L and asks if we are correcting. I said yes. This entire time the captain and the engineer are complaining about the poor service we have received in the salt lake area. We finally correct back, finish our checklists and land uneventfully. The captain was the sort that always told me exactly how to fly the airplane on my legs. He seemed genuinely uncomfortable whenever he was not flying and about half of the time when he was. I think he has a very low confidence level and therefore does not trust anybody else. He seems able to do things only 1 way and if that doesn't work, is at a loss.

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Original NASA ASRS Text

Title: B727-200 FLC OVERSHOOT CTRLINE OF RWY FOR WHICH THEY ARE CLRED AFTER REQUESTING THAT RWY. APCH PROCS.

Narrative: CAPT WAS FLYING ACFT. APPROX 12 NM W OF SLC APCH CTL ISSUED US A CLRNC TO FLY HDG 50 DEGS AND EXPECT VISUAL APCH TO RWY 16R. WE WERE LEVEL 11000 FT MSL. AS WE GOT TO WITHIN 5 NM OF ARPT, CAPT BECAME NERVOUS AND ASKED FOR ME TO CONFIRM HDG. I ASKED IF APCH WANTED US TO CONTINUE ON 50 DEGS AND THEY ASKED IF ARPT IN SIGHT. CAPT SAID YES, SO I DID ALSO TO APCH. WE WERE CLRED FOR VISUAL APCH TO RWY 16R SLC, CONTACT TWR. THE CAPT SAID WHAT A POOR JOB OF CTLING IT HAD BEEN AND HOW WE WERE IN A TIGHT SPOT. I MENTIONED THAT ALL WE HAD TO DO WAS TURN L TO APPROX N, SLOW DOWN (CAPT HAD BEEN FLYING AT 250 KIAS), CONFIGURE AND IN ABOUT 2-3 MI TURN R AND LINE UP ON FINAL. THE CAPT STAYED ON HDG 50 DEGS AND TOLD ME TO ASK FOR RWY 16L. I DID THIS ON TWR FREQ FOR RWY 16R. THEY SAID YES, CLRED TO LAND RWY 16L, CONTACT THE OTHER TWR FREQ. THE CAPT FINALLY STARTS HIS R TURN. HE STARTS TO SLOW DOWN AND CONFIGURE. I TALK TO THE TWR FOR RWY 16L AND CONFIRM OUR CLRNC TO LAND. AT THIS POINT WE OVERSHOOT APPROX 1/2 MI E OF THE CTRLINE OF RWY 17. TWR CLRS US TO LAND ON RWY 16L AND ASKS IF WE ARE CORRECTING. I SAID YES. THIS ENTIRE TIME THE CAPT AND THE ENGINEER ARE COMPLAINING ABOUT THE POOR SVC WE HAVE RECEIVED IN THE SALT LAKE AREA. WE FINALLY CORRECT BACK, FINISH OUR CHKLISTS AND LAND UNEVENTFULLY. THE CAPT WAS THE SORT THAT ALWAYS TOLD ME EXACTLY HOW TO FLY THE AIRPLANE ON MY LEGS. HE SEEMED GENUINELY UNCOMFORTABLE WHENEVER HE WAS NOT FLYING AND ABOUT HALF OF THE TIME WHEN HE WAS. I THINK HE HAS A VERY LOW CONFIDENCE LEVEL AND THEREFORE DOES NOT TRUST ANYBODY ELSE. HE SEEMS ABLE TO DO THINGS ONLY 1 WAY AND IF THAT DOESN'T WORK, IS AT A LOSS.

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.