Narrative:

On jun/xa/97 we were on scheduled flight from johnstown, PA, to pittsburgh, PA. There were 16 people and bags aboard along with fuel, putting us close to our maximum landing weight upon reaching pit. VMC existed at the time of the flight crew and pit approach control was advertising the visual approach to runway 10R in pit. The captain was acting as the PF. The line for the approach had stretched out to 20 mi and the controllers were doing their best to pack in the mix of propellers and jets. When handed off to tower, the controller asked that we make the earliest available turnoff and I responded that we would try. Earlier in the day we had heard about a dash 8 for another commuter making the turnoff at taxiway west. Taxiway west is located only about 1000 ft down the 11000 ft runway, and is the quickest and easiest route to the terminal from that runway. The captain had been joking all day about how he would like to make that taxiway. He suggested that we try it and I responded, 'captain, I don't think that's a good idea, we've got a full boat -- we're pretty heavy.' the captain ignored my suggestion. He slowed the aircraft to our vref speed and started below the GS. The GPWS warning sounded 'GS, GS,' and I canceled it. 'Captain, you're going below the slope. I think we're too heavy to make taxiway west, why don't we roll to the next one?' again he ignored me. I'd voiced my displeasure with the procedure, but really could not take any further action. As we crossed the threshold inches above the approach lights, the captain pulled the power levers to flight idle and the airplane dropped. It felt as though as we hit, we may have contacted a runway end light. I am not sure if we did, but I felt that the entire procedure was unsafe, and may have endangered myself, my passenger, and my aircraft. This captain has a reputation for doing things 'outside' the SOP's. He frequently pulls circuit breakers so that he can go faster, taxies at an excessive speed, and displays a lack of common sense in the cockpit. There are 2 problems with my airline that allow this to happen: 1) lack of standardization. The airline should enforce that each crew follows the company calls and procedures exactly. Those pilots who do not want to play by the rules should be disciplined. Right now every captain has a different way that they like things done. 2) time for us to get a CRM class. I did not know how to deal with the unsafe situation, and therefore was unable to.

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Original NASA ASRS Text

Title: LTT ACFT ON APCH LNDG, CAPT ATTEMPTING TO MAKE FIRST TXWY TURNOFF, LANDED HARD AND POSSIBLY HIT RWY LIGHT. RPTR FO FAULTS LACK OF CRM AND SOP.

Narrative: ON JUN/XA/97 WE WERE ON SCHEDULED FLT FROM JOHNSTOWN, PA, TO PITTSBURGH, PA. THERE WERE 16 PEOPLE AND BAGS ABOARD ALONG WITH FUEL, PUTTING US CLOSE TO OUR MAX LNDG WT UPON REACHING PIT. VMC EXISTED AT THE TIME OF THE FLC AND PIT APCH CTL WAS ADVERTISING THE VISUAL APCH TO RWY 10R IN PIT. THE CAPT WAS ACTING AS THE PF. THE LINE FOR THE APCH HAD STRETCHED OUT TO 20 MI AND THE CTLRS WERE DOING THEIR BEST TO PACK IN THE MIX OF PROPS AND JETS. WHEN HANDED OFF TO TWR, THE CTLR ASKED THAT WE MAKE THE EARLIEST AVAILABLE TURNOFF AND I RESPONDED THAT WE WOULD TRY. EARLIER IN THE DAY WE HAD HEARD ABOUT A DASH 8 FOR ANOTHER COMMUTER MAKING THE TURNOFF AT TXWY W. TXWY W IS LOCATED ONLY ABOUT 1000 FT DOWN THE 11000 FT RWY, AND IS THE QUICKEST AND EASIEST RTE TO THE TERMINAL FROM THAT RWY. THE CAPT HAD BEEN JOKING ALL DAY ABOUT HOW HE WOULD LIKE TO MAKE THAT TXWY. HE SUGGESTED THAT WE TRY IT AND I RESPONDED, 'CAPT, I DON'T THINK THAT'S A GOOD IDEA, WE'VE GOT A FULL BOAT -- WE'RE PRETTY HVY.' THE CAPT IGNORED MY SUGGESTION. HE SLOWED THE ACFT TO OUR VREF SPD AND STARTED BELOW THE GS. THE GPWS WARNING SOUNDED 'GS, GS,' AND I CANCELED IT. 'CAPT, YOU'RE GOING BELOW THE SLOPE. I THINK WE'RE TOO HVY TO MAKE TXWY W, WHY DON'T WE ROLL TO THE NEXT ONE?' AGAIN HE IGNORED ME. I'D VOICED MY DISPLEASURE WITH THE PROC, BUT REALLY COULD NOT TAKE ANY FURTHER ACTION. AS WE CROSSED THE THRESHOLD INCHES ABOVE THE APCH LIGHTS, THE CAPT PULLED THE PWR LEVERS TO FLT IDLE AND THE AIRPLANE DROPPED. IT FELT AS THOUGH AS WE HIT, WE MAY HAVE CONTACTED A RWY END LIGHT. I AM NOT SURE IF WE DID, BUT I FELT THAT THE ENTIRE PROC WAS UNSAFE, AND MAY HAVE ENDANGERED MYSELF, MY PAX, AND MY ACFT. THIS CAPT HAS A REPUTATION FOR DOING THINGS 'OUTSIDE' THE SOP'S. HE FREQUENTLY PULLS CIRCUIT BREAKERS SO THAT HE CAN GO FASTER, TAXIES AT AN EXCESSIVE SPD, AND DISPLAYS A LACK OF COMMON SENSE IN THE COCKPIT. THERE ARE 2 PROBS WITH MY AIRLINE THAT ALLOW THIS TO HAPPEN: 1) LACK OF STANDARDIZATION. THE AIRLINE SHOULD ENFORCE THAT EACH CREW FOLLOWS THE COMPANY CALLS AND PROCS EXACTLY. THOSE PLTS WHO DO NOT WANT TO PLAY BY THE RULES SHOULD BE DISCIPLINED. RIGHT NOW EVERY CAPT HAS A DIFFERENT WAY THAT THEY LIKE THINGS DONE. 2) TIME FOR US TO GET A CRM CLASS. I DID NOT KNOW HOW TO DEAL WITH THE UNSAFE SIT, AND THEREFORE WAS UNABLE TO.

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.