Narrative:

During a flight from tpe to hkg while the captain was the PF he used on departure and on arrival into hkg navigation methods contrary to company procedures and policies which resulted in deviations from the SID out of tpe and our clearance from hkg approach control to a fix on the ILS runway 25L. Both myself, PNF, and the so objected to his actions and did try to ensure staying on course as much as possible. The captain exhibited a lack of discipline, system knowledge and understanding of ATC procedures especially outside united states airspace. Callback conversation with reporter revealed the following information: the first officer, who is quite senior with the airline, stated that the captain has an ego problem and does not like to listen to the opinions of the other crew members. The captain is fairly new to the B747 but has flown the international rtes on DC10 for a number of yrs. His basic problem seemed to be one of personality and lacking the ability to listen to others and to coordination with them prior to performing any action. He was in the habit of reaching over and changing navigation settings on the first officer's side without warning, thus confusing the first officer as to what their actual position was or would be. He did not use the INS as standard procedures but would 'guess' on headings to a cleared point. The first officer on other occasions tried the union professional standards approach without any success, so he has declined that route in this case. He says, that with the computer enhanced bidding system now in use, he can avoid flying with this captain.

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Original NASA ASRS Text

Title: A B747-200 FO AND SO ATTEMPT HIGH LEVELS OF CRM WITH A CAPT DURING DEP, TPE, AND APCH, HONG KONG, TO KEEP HIM WITHIN CLRNC RESTRS AND INTL OPERATING PROCS NE OF VHHH, FO.

Narrative: DURING A FLT FROM TPE TO HKG WHILE THE CAPT WAS THE PF HE USED ON DEP AND ON ARR INTO HKG NAV METHODS CONTRARY TO COMPANY PROCS AND POLICIES WHICH RESULTED IN DEVS FROM THE SID OUT OF TPE AND OUR CLRNC FROM HKG APCH CTL TO A FIX ON THE ILS RWY 25L. BOTH MYSELF, PNF, AND THE SO OBJECTED TO HIS ACTIONS AND DID TRY TO ENSURE STAYING ON COURSE AS MUCH AS POSSIBLE. THE CAPT EXHIBITED A LACK OF DISCIPLINE, SYS KNOWLEDGE AND UNDERSTANDING OF ATC PROCS ESPECIALLY OUTSIDE UNITED STATES AIRSPACE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FO, WHO IS QUITE SENIOR WITH THE AIRLINE, STATED THAT THE CAPT HAS AN EGO PROB AND DOES NOT LIKE TO LISTEN TO THE OPINIONS OF THE OTHER CREW MEMBERS. THE CAPT IS FAIRLY NEW TO THE B747 BUT HAS FLOWN THE INTL RTES ON DC10 FOR A NUMBER OF YRS. HIS BASIC PROB SEEMED TO BE ONE OF PERSONALITY AND LACKING THE ABILITY TO LISTEN TO OTHERS AND TO COORD WITH THEM PRIOR TO PERFORMING ANY ACTION. HE WAS IN THE HABIT OF REACHING OVER AND CHANGING NAV SETTINGS ON THE FO'S SIDE WITHOUT WARNING, THUS CONFUSING THE FO AS TO WHAT THEIR ACTUAL POS WAS OR WOULD BE. HE DID NOT USE THE INS AS STANDARD PROCS BUT WOULD 'GUESS' ON HEADINGS TO A CLRED POINT. THE FO ON OTHER OCCASIONS TRIED THE UNION PROFESSIONAL STANDARDS APCH WITHOUT ANY SUCCESS, SO HE HAS DECLINED THAT RTE IN THIS CASE. HE SAYS, THAT WITH THE COMPUTER ENHANCED BIDDING SYS NOW IN USE, HE CAN AVOID FLYING WITH THIS CAPT.

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.