Despite the protestations of the first officer; captain of GLF2 tries to climb to FL450 notwithstand...

Attributes
ACN	720231
Time
Date	200612
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : zdv.artcc
State Reference	CO
Altitude	msl single value : 45000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zdv.artcc
Operator	general aviation : corporate
Make Model Name	Gulfstream II
Operating Under FAR Part	Part 91
Flight Phase	cruise : enroute altitude change
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 6200 flight time type : 120
ASRS Report	720231
Person 2
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Events
Anomaly	altitude deviation : excursion from assigned altitude other anomaly other anomaly
Independent Detector	aircraft equipment other aircraft equipment : airspeed indicator stick shaker other flight crewa
Resolutory Action	flight crew : regained aircraft control flight crew : exited adverse environment
Supplementary
Problem Areas	Aircraft Environmental Factor Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

PIC became nervous of his fuel state while flying cross country to palm springs; ca (trm). At altitude; FL430; PIC elected to climb to FL450. We were approximately 52000 pounds. PIC used cruise chart to check if we were too heavy. We were at maximum allowed weight. I stated we were a little heavy for FL450. PIC stated we were more than fine; that I didn't know what I was talking about. As we passed through FL440; airspeed began to decay below 200 KTS. I stated the speed; PIC stated we were fine. At FL445; aircraft slowed to 180 KTS. Aircraft slowed to 170 KTS as we passed FL448. I called 'airspeed' and stated we were too slow. PIC stated we were fine; and pointed to his angle of attack gauge stating 'oh we are fine; the angle of attack gauge is in the green.' I started to say the angle of attack gauge is inaccurate at altitude; the PIC pulled aircraft slightly back to reach FL450. Airspeed decayed below 165 KTS. Aircraft began to porpoise; followed by stick shakers; a stick pusher; and a full stall. Pitch remained up as aircraft wallowed down; PIC tried to hold attitude and squeeze in more power. I screamed 'push the *&#%$@^ nose over!' stick shakers stopped then began again as we entered a secondary stall. As the nose was lowered (my hands were helping push the yoke); the aircraft stabilized into a descent losing approximately 800 ft. I called center stating we had to descend to FL430. We continued to descend to FL430. PIC stated the charts were wrong and the angle of attack gauge was broke. He further stated that we really didn't stall; it was just turbulence. He mistakenly stated that we couldn't have stalled because we had no audible warning of a stall. I was aggravated but argued there is no audible stall warnings on a G-2 other than the stick shakers/pusher. I feel the PIC is too arrogant or afraid to admit and correct mistakes. People have complained about this in the past. He may be overly sensitive to criticism.

Original NASA ASRS Text

Title: DESPITE THE PROTESTATIONS OF THE FO; CAPT OF GLF2 TRIES TO CLB TO FL450 NOTWITHSTANDING DETERIORATING AIRSPD. STICK SHAKERS AND A FULL STALL OCCUR JUST SHORT OF FL450. RECOVERY MADE BACK TO FL430.

Narrative: PIC BECAME NERVOUS OF HIS FUEL STATE WHILE FLYING XCOUNTRY TO PALM SPRINGS; CA (TRM). AT ALT; FL430; PIC ELECTED TO CLB TO FL450. WE WERE APPROX 52000 LBS. PIC USED CRUISE CHART TO CHK IF WE WERE TOO HVY. WE WERE AT MAX ALLOWED WT. I STATED WE WERE A LITTLE HVY FOR FL450. PIC STATED WE WERE MORE THAN FINE; THAT I DIDN'T KNOW WHAT I WAS TALKING ABOUT. AS WE PASSED THROUGH FL440; AIRSPD BEGAN TO DECAY BELOW 200 KTS. I STATED THE SPD; PIC STATED WE WERE FINE. AT FL445; ACFT SLOWED TO 180 KTS. ACFT SLOWED TO 170 KTS AS WE PASSED FL448. I CALLED 'AIRSPD' AND STATED WE WERE TOO SLOW. PIC STATED WE WERE FINE; AND POINTED TO HIS ANGLE OF ATTACK GAUGE STATING 'OH WE ARE FINE; THE ANGLE OF ATTACK GAUGE IS IN THE GREEN.' I STARTED TO SAY THE ANGLE OF ATTACK GAUGE IS INACCURATE AT ALT; THE PIC PULLED ACFT SLIGHTLY BACK TO REACH FL450. AIRSPD DECAYED BELOW 165 KTS. ACFT BEGAN TO PORPOISE; FOLLOWED BY STICK SHAKERS; A STICK PUSHER; AND A FULL STALL. PITCH REMAINED UP AS ACFT WALLOWED DOWN; PIC TRIED TO HOLD ATTITUDE AND SQUEEZE IN MORE PWR. I SCREAMED 'PUSH THE *&#%$@^ NOSE OVER!' STICK SHAKERS STOPPED THEN BEGAN AGAIN AS WE ENTERED A SECONDARY STALL. AS THE NOSE WAS LOWERED (MY HANDS WERE HELPING PUSH THE YOKE); THE ACFT STABILIZED INTO A DSCNT LOSING APPROX 800 FT. I CALLED CTR STATING WE HAD TO DSND TO FL430. WE CONTINUED TO DSND TO FL430. PIC STATED THE CHARTS WERE WRONG AND THE ANGLE OF ATTACK GAUGE WAS BROKE. HE FURTHER STATED THAT WE REALLY DIDN'T STALL; IT WAS JUST TURB. HE MISTAKENLY STATED THAT WE COULDN'T HAVE STALLED BECAUSE WE HAD NO AUDIBLE WARNING OF A STALL. I WAS AGGRAVATED BUT ARGUED THERE IS NO AUDIBLE STALL WARNINGS ON A G-2 OTHER THAN THE STICK SHAKERS/PUSHER. I FEEL THE PIC IS TOO ARROGANT OR AFRAID TO ADMIT AND CORRECT MISTAKES. PEOPLE HAVE COMPLAINED ABOUT THIS IN THE PAST. HE MAY BE OVERLY SENSITIVE TO CRITICISM.

Data retrieved from NASA's ASRS site as of January 2009 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.

Despite the protestations of the first officer; captain of GLF2 tries to climb to FL450 notwithstanding deteriorating airspeed. Stick shakers and a full stall occur just short of FL450. Recovery made back to FL430.