Narrative:

The PIC was the owner of a company and I believe this aircraft belongs to him and it is for sale. We had left knoxville, tn, on an IFR flight to pdk, GA, with 5 passenger on board. Taxi out, takeoff, and climb to cruise altitude were all normal. When given the clearance of 8000 ft MSL at dehan intersection, on the awson arrival to pdk, the PIC was not paying close enough attention to his instruments and was only able to cross dehan at 10000 ft, instead of the required 8000 ft. ZTL inquired to see if we were going to make it and he said we were not because it was given to us too late. The controller came back and reminded him that he had almost 30 mi to do it and should have been no problem. The controller then gave us a turn easterly and the PIC was finally able to make the 8000 ft restr before entering atl approach control airspace. We made an ILS to runway 20L and a successful and uneventful landing. As we were taxiing in, he shut down the left engine as we were only going to drop the passenger and repos to lzu, GA, airport. By the time I insured the passenger had all of their belongings and got the main door closed, the PIC had already started the left engine and gunned the power with a hard right turn leaving the ramp, which rolled me completely down the aisle. By the time I got up and checked my head to insure I was not bleeding because I had bumped it on something and got back into the copilot seat, he had traveled approximately to the center of the airport, taxiing to runway 2R. At that time, ground control came on and asked where we were going. As I was not involved in the initial taxi instructions, I motioned for him to answer ground control. As it turned out, we had been cleared to taxi to runway 20L and not runway 2R. We then turned around and finally made it to the approach end of runway 20L for our takeoff. We called ready for departure. As it was crew only, and roughly 2000 pounds of fuel, our gross weight was approximately 16000 pounds. Approximately 150-200 ft into the air after takeoff, the PIC rolled the aircraft into a roughly 55-60 degree left bank to heading of 090 degrees per the tower's instruction. Pdk tower then informed the PIC no turns are to be made on that runway until 400 ft, due to noise restrs. All he said was that he was in a hurry. They stated it was no excuse and to call departure. The landing back at lzu was uneventful and normal. This was truly an unsafe flight from start to finish for nothing more than hot-rodding or being a cowboy.

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Original NASA ASRS Text

Title: AN FO ON A WESTWIND 1124, FLYING WITH THE PIC WHO WAS THE CEO AND THE OWNER OF THIS CPR ACFT, DESCRIBED AN UNORTHODOX PAX DROP-OFF AND DEP FROM PDK.

Narrative: THE PIC WAS THE OWNER OF A COMPANY AND I BELIEVE THIS ACFT BELONGS TO HIM AND IT IS FOR SALE. WE HAD LEFT KNOXVILLE, TN, ON AN IFR FLT TO PDK, GA, WITH 5 PAX ON BOARD. TAXI OUT, TKOF, AND CLB TO CRUISE ALT WERE ALL NORMAL. WHEN GIVEN THE CLRNC OF 8000 FT MSL AT DEHAN INTXN, ON THE AWSON ARR TO PDK, THE PIC WAS NOT PAYING CLOSE ENOUGH ATTN TO HIS INSTS AND WAS ONLY ABLE TO CROSS DEHAN AT 10000 FT, INSTEAD OF THE REQUIRED 8000 FT. ZTL INQUIRED TO SEE IF WE WERE GOING TO MAKE IT AND HE SAID WE WERE NOT BECAUSE IT WAS GIVEN TO US TOO LATE. THE CTLR CAME BACK AND REMINDED HIM THAT HE HAD ALMOST 30 MI TO DO IT AND SHOULD HAVE BEEN NO PROB. THE CTLR THEN GAVE US A TURN EASTERLY AND THE PIC WAS FINALLY ABLE TO MAKE THE 8000 FT RESTR BEFORE ENTERING ATL APCH CTL AIRSPACE. WE MADE AN ILS TO RWY 20L AND A SUCCESSFUL AND UNEVENTFUL LNDG. AS WE WERE TAXIING IN, HE SHUT DOWN THE L ENG AS WE WERE ONLY GOING TO DROP THE PAX AND REPOS TO LZU, GA, ARPT. BY THE TIME I INSURED THE PAX HAD ALL OF THEIR BELONGINGS AND GOT THE MAIN DOOR CLOSED, THE PIC HAD ALREADY STARTED THE L ENG AND GUNNED THE PWR WITH A HARD R TURN LEAVING THE RAMP, WHICH ROLLED ME COMPLETELY DOWN THE AISLE. BY THE TIME I GOT UP AND CHKED MY HEAD TO INSURE I WAS NOT BLEEDING BECAUSE I HAD BUMPED IT ON SOMETHING AND GOT BACK INTO THE COPLT SEAT, HE HAD TRAVELED APPROX TO THE CTR OF THE ARPT, TAXIING TO RWY 2R. AT THAT TIME, GND CTL CAME ON AND ASKED WHERE WE WERE GOING. AS I WAS NOT INVOLVED IN THE INITIAL TAXI INSTRUCTIONS, I MOTIONED FOR HIM TO ANSWER GND CTL. AS IT TURNED OUT, WE HAD BEEN CLRED TO TAXI TO RWY 20L AND NOT RWY 2R. WE THEN TURNED AROUND AND FINALLY MADE IT TO THE APCH END OF RWY 20L FOR OUR TKOF. WE CALLED READY FOR DEP. AS IT WAS CREW ONLY, AND ROUGHLY 2000 LBS OF FUEL, OUR GROSS WT WAS APPROX 16000 LBS. APPROX 150-200 FT INTO THE AIR AFTER TKOF, THE PIC ROLLED THE ACFT INTO A ROUGHLY 55-60 DEG L BANK TO HDG OF 090 DEGS PER THE TWR'S INSTRUCTION. PDK TWR THEN INFORMED THE PIC NO TURNS ARE TO BE MADE ON THAT RWY UNTIL 400 FT, DUE TO NOISE RESTRS. ALL HE SAID WAS THAT HE WAS IN A HURRY. THEY STATED IT WAS NO EXCUSE AND TO CALL DEP. THE LNDG BACK AT LZU WAS UNEVENTFUL AND NORMAL. THIS WAS TRULY AN UNSAFE FLT FROM START TO FINISH FOR NOTHING MORE THAN HOT-RODDING OR BEING A COWBOY.

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.