Narrative:

A simple diversion and precautionary engine shutdown, turned into a fiasco on a flight from pbi to ind. We had a low oil pressure reading on the left engine and diverted to pdk. The sequence of events start in pbi. I was flying with an older captain who was rather overbearing which made communication difficult. We were given a taxi clearance to taxi to runway 9L via taxiway F and to hold short of runway 9L. The captain made a left turn to taxiway right and started asking what intersection to hold short of. I reminded him we were supposed to be on taxiway F. He started shouting, 'we had to hold short of an intersection.' this set the tone for the whole flight. We only communicated the checklist for the next 52 mins at which point we noticed a low oil pressure indication. He asked if the oil caps were secured, I confirmed they were. We descended from FL410 to FL350. 5 mins later we are now indicating 20 psi and we decide to divert to pdk. We are under radar vectors. As the captain starts his turn his altitude indicator freezes. We roll past 30 degrees of bank at 60 degrees of bank. I say, 'captain that is 60 degrees of bank.' there is no response. So I take the controls and recover from what has become an unusual attitude. I believe we lost 5000 ft. Upon recovery and straight and level I point out to the captain that the indicator is now at zero but we have no light. Before we can discuss the situation he shuts down the engine. I am still hand flying because the autoplt is out. We are now single engine, IMC, no autoplt and at FL350 50 NM from the airport. We descend to the airport and have to shoot the ILS to runway 20L with an inbound of 203 degrees on the ILS however the captain puts in 230 degrees in my instrument panel so I intercept with a 30 degree heading which is really 60 degrees and blow right through the ILS. We break out at about 1000 ft AGL about 1 mi from the runway and 1 mi right of course. Before I can initiate a go around the captain takes control and dives for the runway and puts in landing flaps. We land and taxi off the runway. We do not discuss the flight at all. The captain was in a hurry to get the aircraft on the ground. I could have been more decisive and called for checklist and tried to slow him down.

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Original NASA ASRS Text

Title: A LEAR 55 FLC ENGAGES IN SOME RATHER UNUSUAL CRM EXERCISES DURING A DIVERSION TO PDK, GA.

Narrative: A SIMPLE DIVERSION AND PRECAUTIONARY ENG SHUTDOWN, TURNED INTO A FIASCO ON A FLT FROM PBI TO IND. WE HAD A LOW OIL PRESSURE READING ON THE L ENG AND DIVERTED TO PDK. THE SEQUENCE OF EVENTS START IN PBI. I WAS FLYING WITH AN OLDER CAPT WHO WAS RATHER OVERBEARING WHICH MADE COM DIFFICULT. WE WERE GIVEN A TAXI CLRNC TO TAXI TO RWY 9L VIA TXWY F AND TO HOLD SHORT OF RWY 9L. THE CAPT MADE A L TURN TO TXWY R AND STARTED ASKING WHAT INTXN TO HOLD SHORT OF. I REMINDED HIM WE WERE SUPPOSED TO BE ON TXWY F. HE STARTED SHOUTING, 'WE HAD TO HOLD SHORT OF AN INTXN.' THIS SET THE TONE FOR THE WHOLE FLT. WE ONLY COMMUNICATED THE CHKLIST FOR THE NEXT 52 MINS AT WHICH POINT WE NOTICED A LOW OIL PRESSURE INDICATION. HE ASKED IF THE OIL CAPS WERE SECURED, I CONFIRMED THEY WERE. WE DSNDED FROM FL410 TO FL350. 5 MINS LATER WE ARE NOW INDICATING 20 PSI AND WE DECIDE TO DIVERT TO PDK. WE ARE UNDER RADAR VECTORS. AS THE CAPT STARTS HIS TURN HIS ALT INDICATOR FREEZES. WE ROLL PAST 30 DEGS OF BANK AT 60 DEGS OF BANK. I SAY, 'CAPT THAT IS 60 DEGS OF BANK.' THERE IS NO RESPONSE. SO I TAKE THE CTLS AND RECOVER FROM WHAT HAS BECOME AN UNUSUAL ATTITUDE. I BELIEVE WE LOST 5000 FT. UPON RECOVERY AND STRAIGHT AND LEVEL I POINT OUT TO THE CAPT THAT THE INDICATOR IS NOW AT ZERO BUT WE HAVE NO LIGHT. BEFORE WE CAN DISCUSS THE SIT HE SHUTS DOWN THE ENG. I AM STILL HAND FLYING BECAUSE THE AUTOPLT IS OUT. WE ARE NOW SINGLE ENG, IMC, NO AUTOPLT AND AT FL350 50 NM FROM THE ARPT. WE DSND TO THE ARPT AND HAVE TO SHOOT THE ILS TO RWY 20L WITH AN INBOUND OF 203 DEGS ON THE ILS HOWEVER THE CAPT PUTS IN 230 DEGS IN MY INST PANEL SO I INTERCEPT WITH A 30 DEG HDG WHICH IS REALLY 60 DEGS AND BLOW RIGHT THROUGH THE ILS. WE BREAK OUT AT ABOUT 1000 FT AGL ABOUT 1 MI FROM THE RWY AND 1 MI R OF COURSE. BEFORE I CAN INITIATE A GAR THE CAPT TAKES CTL AND DIVES FOR THE RWY AND PUTS IN LNDG FLAPS. WE LAND AND TAXI OFF THE RWY. WE DO NOT DISCUSS THE FLT AT ALL. THE CAPT WAS IN A HURRY TO GET THE ACFT ON THE GND. I COULD HAVE BEEN MORE DECISIVE AND CALLED FOR CHKLIST AND TRIED TO SLOW HIM DOWN.

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.