Narrative:

I was the first officer (PNF) on the last leg of a 2-DAY transcontinental cpr flight. I was flying for the first time with this particular senior captain, a fellow with a reputation as a cantankerous and bitter pilot with good skills but a low regard for standard operation procedures. We were vectored for a night, VFR, ILS runway 16 approach at hpn. Winds were light, we were light after a 5 hour trip, and had plenty of runway available. The runway is served with an ILS and 4 light PAPI. Both were operating, and the ILS was tuned on both pilots' EFIS displays. We started out 1 DOT high as we descended past the marker, and as the approach progressed, we sank lower and lower on the GS and our speed dropped well below vref. I made the deviation callouts required by common sense and the company SOP, to which the captain responded with a grunt or a slight throttle movement. I did not suspect incapacitation. By the time we were 1/2 to 3/4 mi from touchdown, we were at full fly-up GS deviation and all red PAPI lights, with the speed at vref -5 KTS. Wondering why the ground proximity system hadn't sounded, I looked over to see that the captain had disabled the GPWS callouts. We landed without incident. Knowing his likely response, I did not ask the captain about the approach. He never briefed that it would be outside of sops or explained why he had flown it as he did. I brought the incident up with our company's training captain. I am submitting this report because it is an incident that violated common sense if not the FARS and sops. We dragged this airplane across the treetops.

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Original NASA ASRS Text

Title: CAPT OF CPR CL601-3A ON ILS APCH DSNDS BELOW GS AND ALLOWS AIRSPD TO DROP BELOW VREF. CAPT HAD TURNED OFF THE GPWS.

Narrative: I WAS THE FO (PNF) ON THE LAST LEG OF A 2-DAY TRANSCONTINENTAL CPR FLT. I WAS FLYING FOR THE FIRST TIME WITH THIS PARTICULAR SENIOR CAPT, A FELLOW WITH A REPUTATION AS A CANTANKEROUS AND BITTER PLT WITH GOOD SKILLS BUT A LOW REGARD FOR STANDARD OP PROCS. WE WERE VECTORED FOR A NIGHT, VFR, ILS RWY 16 APCH AT HPN. WINDS WERE LIGHT, WE WERE LIGHT AFTER A 5 HR TRIP, AND HAD PLENTY OF RWY AVAILABLE. THE RWY IS SERVED WITH AN ILS AND 4 LIGHT PAPI. BOTH WERE OPERATING, AND THE ILS WAS TUNED ON BOTH PLTS' EFIS DISPLAYS. WE STARTED OUT 1 DOT HIGH AS WE DSNDED PAST THE MARKER, AND AS THE APCH PROGRESSED, WE SANK LOWER AND LOWER ON THE GS AND OUR SPD DROPPED WELL BELOW VREF. I MADE THE DEV CALLOUTS REQUIRED BY COMMON SENSE AND THE COMPANY SOP, TO WHICH THE CAPT RESPONDED WITH A GRUNT OR A SLIGHT THROTTLE MOVEMENT. I DID NOT SUSPECT INCAPACITATION. BY THE TIME WE WERE 1/2 TO 3/4 MI FROM TOUCHDOWN, WE WERE AT FULL FLY-UP GS DEV AND ALL RED PAPI LIGHTS, WITH THE SPD AT VREF -5 KTS. WONDERING WHY THE GND PROX SYS HADN'T SOUNDED, I LOOKED OVER TO SEE THAT THE CAPT HAD DISABLED THE GPWS CALLOUTS. WE LANDED WITHOUT INCIDENT. KNOWING HIS LIKELY RESPONSE, I DID NOT ASK THE CAPT ABOUT THE APCH. HE NEVER BRIEFED THAT IT WOULD BE OUTSIDE OF SOPS OR EXPLAINED WHY HE HAD FLOWN IT AS HE DID. I BROUGHT THE INCIDENT UP WITH OUR COMPANY'S TRAINING CAPT. I AM SUBMITTING THIS RPT BECAUSE IT IS AN INCIDENT THAT VIOLATED COMMON SENSE IF NOT THE FARS AND SOPS. WE DRAGGED THIS AIRPLANE ACROSS THE TREETOPS.

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.