Narrative:

Our clearance was to enter controled airspace heading 250 degrees and maintain 4000'. Shortly thereafter we were given clearance to climb. As we were passing through 9000', we were told to maintain 9000' even if we had gone through it. I acknowledged the clearance. Captain, however, was not stopping at 9000', but ended up at 10000'. Jax center saw this on our printout and asked us to verify our altitude. I verified our 10000' altitude and that we were going back to 9000'. Jax center then gave us a heading of 330 degrees and immediate descent to 9000'. Captain slowly started to turn but could not make the airplane descend. The controller advised us of traffic at 10 O'clock, 7 mi, and to continue our turn to 050 degrees. From the time we were given the clearance to maintain 9000' to the time we actually arrived was about (a guess) 17-20 mi. It should have taken 2-3 at the most. Jax center then asked our altitude and I stated 9000'. I then looked at captain's altimeter and saw it read 8600'. Jax center stated that our readout showed us at 8600'. During this time we had entered an area of showers with light to moderate turbulence. Our speed for this area should have been around 210-215 KTS, not 260-270 KTS. We were then given 10000' as an altitude and upon arrival he immediately pushed the speed back up to the barber pole. I would pull the power back slightly to give us some needed cushion and he would immediately push it back up. Captain certainly has medical problems or something is wrong because he would go to sleep. It was strange, whether captain was in the office, in the office next door to ours, in the airplane up flying or where ever, he will go to sleep. Couple this with his ego and lack of currency in the aircraft is becoming a very dangerous situation. Captain's attitude of him only doing all of the flying when onboard is only allowing the situation to erode further. When he and assistants settled on the plan that he should flight check pilot and me every so often was the height in hypocrisy. At any point in time captain is not legal to act as PIC with passenger onboard. All of these combined are adding up to a hell of an accident.

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Original NASA ASRS Text

Title: EXCEEDED 250 IAS BELOW 10000', OVERSHOT ALT 1000' ON CLIMB AND 400' WHEN DESCENDING BACK TO ASSIGNED ALT, FELL ASLEEP WHILE ON DUTY.

Narrative: OUR CLRNC WAS TO ENTER CTLED AIRSPACE HDG 250 DEGS AND MAINTAIN 4000'. SHORTLY THEREAFTER WE WERE GIVEN CLRNC TO CLB. AS WE WERE PASSING THROUGH 9000', WE WERE TOLD TO MAINTAIN 9000' EVEN IF WE HAD GONE THROUGH IT. I ACKNOWLEDGED THE CLRNC. CAPT, HOWEVER, WAS NOT STOPPING AT 9000', BUT ENDED UP AT 10000'. JAX CENTER SAW THIS ON OUR PRINTOUT AND ASKED US TO VERIFY OUR ALT. I VERIFIED OUR 10000' ALT AND THAT WE WERE GOING BACK TO 9000'. JAX CENTER THEN GAVE US A HDG OF 330 DEGS AND IMMEDIATE DSCNT TO 9000'. CAPT SLOWLY STARTED TO TURN BUT COULD NOT MAKE THE AIRPLANE DSND. THE CTLR ADVISED US OF TFC AT 10 O'CLOCK, 7 MI, AND TO CONTINUE OUR TURN TO 050 DEGS. FROM THE TIME WE WERE GIVEN THE CLRNC TO MAINTAIN 9000' TO THE TIME WE ACTUALLY ARRIVED WAS ABOUT (A GUESS) 17-20 MI. IT SHOULD HAVE TAKEN 2-3 AT THE MOST. JAX CENTER THEN ASKED OUR ALT AND I STATED 9000'. I THEN LOOKED AT CAPT'S ALTIMETER AND SAW IT READ 8600'. JAX CENTER STATED THAT OUR READOUT SHOWED US AT 8600'. DURING THIS TIME WE HAD ENTERED AN AREA OF SHOWERS WITH LIGHT TO MODERATE TURB. OUR SPD FOR THIS AREA SHOULD HAVE BEEN AROUND 210-215 KTS, NOT 260-270 KTS. WE WERE THEN GIVEN 10000' AS AN ALT AND UPON ARR HE IMMEDIATELY PUSHED THE SPD BACK UP TO THE BARBER POLE. I WOULD PULL THE PWR BACK SLIGHTLY TO GIVE US SOME NEEDED CUSHION AND HE WOULD IMMEDIATELY PUSH IT BACK UP. CAPT CERTAINLY HAS MEDICAL PROBS OR SOMETHING IS WRONG BECAUSE HE WOULD GO TO SLEEP. IT WAS STRANGE, WHETHER CAPT WAS IN THE OFFICE, IN THE OFFICE NEXT DOOR TO OURS, IN THE AIRPLANE UP FLYING OR WHERE EVER, HE WILL GO TO SLEEP. COUPLE THIS WITH HIS EGO AND LACK OF CURRENCY IN THE ACFT IS BECOMING A VERY DANGEROUS SITUATION. CAPT'S ATTITUDE OF HIM ONLY DOING ALL OF THE FLYING WHEN ONBOARD IS ONLY ALLOWING THE SITUATION TO ERODE FURTHER. WHEN HE AND ASSISTANTS SETTLED ON THE PLAN THAT HE SHOULD FLT CHK PLT AND ME EVERY SO OFTEN WAS THE HEIGHT IN HYPOCRISY. AT ANY POINT IN TIME CAPT IS NOT LEGAL TO ACT AS PIC WITH PAX ONBOARD. ALL OF THESE COMBINED ARE ADDING UP TO A HELL OF AN ACCIDENT.

Data retrieved from NASA's ASRS site as of August 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.