Narrative:

Captain called airport in sight from about 15 mi east of the field. Captain never asked for concurrent for visual call. Captain accepted visual approach clearance based on visual contact with preceding aircraft. Lost sight of preceding aircraft at about 2000 ft AGL. Did not have runway in sight at any time during approach. Noting that we would not maintain cloud clearance if we continued, I initiated a go around by stating 'missed approach, condition levers maximum, set power, flaps one notch up' and starting rotation to the command bars. I felt a solid push on the control column and the captain asked 'where are you going?' I stated 'around, let's go!' and repeated the missed approach call. The captain restr control movement again and responded 'my airplane.' I released the controls to the captain and made additional callouts as necessary to make the remainder of the approach as safe as possible. GPWS called out 'sink rate' twice below 500 ft AGL due to the captain's maneuvering. The aircraft passed through one cloud for a period of 3-5 seconds and passed through the edges of another during the captain's approach. I believe that this situation was caused by the captain not heeding my approach briefing for the ILS runway 10R approach. This would have never happened if the captain had used good judgement when offered the visual approach without the airport in sight. I also believe that the captain's judgement about intentionally violating far's and company procedures is faulty. This captain is not the usual in the company. With another captain, I am certain that the missed approach would have happened when I called for it, and we would have conducted the ILS without difficulty. Actually, with other capts, I do not believe that the situation of a visual approach without the runway or airport in sight would have ever occurred.

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Original NASA ASRS Text

Title: A DHC8 FO CALLS FOR MISSED APCH DUE TO ENTERING THE CLOUDS ON A VISUAL APCH. THE CAPT TAKES OVER THE ACFT AND LANDS.

Narrative: CAPT CALLED ARPT IN SIGHT FROM ABOUT 15 MI E OF THE FIELD. CAPT NEVER ASKED FOR CONCURRENT FOR VISUAL CALL. CAPT ACCEPTED VISUAL APCH CLRNC BASED ON VISUAL CONTACT WITH PRECEDING ACFT. LOST SIGHT OF PRECEDING ACFT AT ABOUT 2000 FT AGL. DID NOT HAVE RWY IN SIGHT AT ANY TIME DURING APCH. NOTING THAT WE WOULD NOT MAINTAIN CLOUD CLRNC IF WE CONTINUED, I INITIATED A GAR BY STATING 'MISSED APCH, CONDITION LEVERS MAX, SET PWR, FLAPS ONE NOTCH UP' AND STARTING ROTATION TO THE COMMAND BARS. I FELT A SOLID PUSH ON THE CTL COLUMN AND THE CAPT ASKED 'WHERE ARE YOU GOING?' I STATED 'AROUND, LET'S GO!' AND REPEATED THE MISSED APCH CALL. THE CAPT RESTR CTL MOVEMENT AGAIN AND RESPONDED 'MY AIRPLANE.' I RELEASED THE CTLS TO THE CAPT AND MADE ADDITIONAL CALLOUTS AS NECESSARY TO MAKE THE REMAINDER OF THE APCH AS SAFE AS POSSIBLE. GPWS CALLED OUT 'SINK RATE' TWICE BELOW 500 FT AGL DUE TO THE CAPT'S MANEUVERING. THE ACFT PASSED THROUGH ONE CLOUD FOR A PERIOD OF 3-5 SECONDS AND PASSED THROUGH THE EDGES OF ANOTHER DURING THE CAPT'S APCH. I BELIEVE THAT THIS SIT WAS CAUSED BY THE CAPT NOT HEEDING MY APCH BRIEFING FOR THE ILS RWY 10R APCH. THIS WOULD HAVE NEVER HAPPENED IF THE CAPT HAD USED GOOD JUDGEMENT WHEN OFFERED THE VISUAL APCH WITHOUT THE ARPT IN SIGHT. I ALSO BELIEVE THAT THE CAPT'S JUDGEMENT ABOUT INTENTIONALLY VIOLATING FAR'S AND COMPANY PROCS IS FAULTY. THIS CAPT IS NOT THE USUAL IN THE COMPANY. WITH ANOTHER CAPT, I AM CERTAIN THAT THE MISSED APCH WOULD HAVE HAPPENED WHEN I CALLED FOR IT, AND WE WOULD HAVE CONDUCTED THE ILS WITHOUT DIFFICULTY. ACTUALLY, WITH OTHER CAPTS, I DO NOT BELIEVE THAT THE SIT OF A VISUAL APCH WITHOUT THE RWY OR ARPT IN SIGHT WOULD HAVE EVER OCCURRED.

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.