For personal reasons, I’m going to leave the names and places out of this. They aren’t that important with regard to the questions that follows it all.

Last week, a guy calls me. He got my number from a friend that I went to college with and still fly with from time to time. He’s the chief pilot for a small company that just bought their first jet. A Lear 35A. Actually, they partner the thing with 2 other companies that will all use the same flight crew. His right seat (co-pilot) is not available for the flight to get this thing to its home base airport. He wants to know if I’ll be his co-pilot for the trip to its new home.

Sure, why not? Nothing else going on, and it’s a quick $2500.00. (no. not the norm)

He slaps some fuel in the thing. It’s enough for the trip, plus about 40 minutes or so. And so, off we go.

Weather is getting bad at our destination. He speeds things up in an attempt to beat it. Fat chance. We’re just burning more fuel now. I keep my mouth shut. He’s a chief pilot with a big ego. Still plenty of fuel for the trip.

During the trip we chat about his training, experience, etc. Seems to be a competent pilot. Age 42.

Our first approach, and things are thick. It’s night. Very dark. Raining hard. Still within the capabilities/limits of the aircraft, but visibility is closing fast.

As is the usual procedure. He flies the approach via the instruments. I call out pertinent information to him until I make visual with the airport (runway) lights. At this time (I call “visual made”), he should be able to look up from the instruments, see the runway, and land the thing.

NOT – “I can’t see it. We’re going around.” He says. He powers up and around we go. About 15 minutes and we’re all lined up again. Now visibility is getting worse. Still in limits though. Fuel is getting low. Not panic low - But be rather concerned low.

Approach #2. I see the runway, and call it. He looks up……”I can’t see it…We’re going around.” Powers up. More fuel use….. I’m now becoming concerned about this guys capabilities with instrument approaches.
I somewhat calmly state: “We can’t keep doing this ****, man. We’re very low on fuel.”
He doesn’t say much. Not anything I can understand, anyway.

Approach #3. Fuel tank levels are reading … (let’s just say: “E”), but we’re trusting the totalizer which says we still have some. I’m no longer as concerned for this guys abilities as I am for my own well being. Aka: Life.

Again – He can’t make visual. (OMG, we’re gonna die !!) For about 3 seconds, as this idiot powers up again…I think about DJ and the kids. Then I think about how the fuel pick-ups are in the front of the tanks. (Even with fuel in them, it may not be enough to cover the pickups when he accelerates and pulls the nose up.) I get on the radio and call for a very short/low go around. We can. I talk this idiot through the path and picking up the marker and ILS. I explain to him that this is it. I will take the controls if he misses it again. (Screw the left seat - right seat - pilot - copilot - pilot in command crap.) He says nothing.

Approach #4. Thank God he sees the runway !! Why he can see it this time and not the others, is beyond me. He’s a bit left-and-right, up-and-down with it, but we touch down (a bit long, but we’re down) and a warm feeling of “just cheated death” fills me.

Then the spooky "reality hits you in the gut” part.
Taxing to the FBO the #2 engine flames out from fuel starvation. I didn’t say a thing…Neither did he. I don’t know about him. But at that time, I sat there trying not to shake too much or show signs that I just wanted to cry from all the overwhelming emotions. (Some of which was – Hey, let’s kick his ass when we step out of this thing.)

Nothing was said during the post flight shut-down other than checklist items.

In the FBO, I’m calling a cab. He walks up and thanks me for my time. He says that (the company) will get a check to me this week. I looked up at him and said to forget about paying me. That I just wanted to forget that this flight ever took place.

He turns and walks away.

In all my years and hours of flying. I don’t think I’ve ever been anywhere near that concerned about "not making it". Few things, when piloting any aircraft are as bad as feeling: "We're not going to make it."

Qs: (Just curious where you folks might stand.)
Do I contact the company(s) this guy is going to fly for and tell them about this flight?
Do I contact the FAA about this guys instrument abilities?

Nothing he/we did was illegal. No need for a low fuel emergency as the pattern was empty. But if this guy normally takes 4 shots with routine “in limit” instrument approaches…. I have concerns for his future passengers.

__________________
1980 300D - Veggie Burner !

I'd question his night vision. If yours is anything near normal then his is definitely not.

If he has a night vision problem he is a danger to everybody with him in the air or below him.

Do the right thing.

Scary stuff man. Glad you made it through alright. I know I wouldn't have been able to keep calm through that.

__________________
Greg Schwall

1983 300SD - 465,000 miles

I don't know what the implications would be of talking to the company or the FAA. If it simply means he would have to undergo more training or be re-evaluated sooner, I'd say you should make the call. If it would mean he might lose his living, I'd do a little more investigating before making the call. Can you contact any of his other co-pilots to get their opinion on whether he was having a really bad day or if he is routinely inadequate? For me it might also depend on where I placed him on a scale of competence compared to other pilots. Is he in a large group of minimally competent pilots or is he towards the bottom of the scale in a small group. Who would be likely to replace him? If it would almost certainly be a more competent pilot then it would also push me to make the call.

__________________
1977 300d 70k--sold 08
1985 300TD 185k+
1984 307d 126k--sold 8/03
1985 409d 65k--sold 06
1984 300SD 315k--daughter's car
1979 300SD 122k--sold 2/11
1999 Fuso FG Expedition Camper
1993 GMC Sierra 6.5 TD 4x4
1982 Bluebird Wanderlodge CAT 3208--Sold 2/13

X2

And to quote ya WVO, "you're alive aren't ya?" IIRC

I would have taken control and if he didn't comply I would knock him out and take control.

Do you want to see him do the same thing with passengers on board who think the pilot is God ? If there is an overseer who may be interested, I would notify them in a heartbeat. JMHO. That was a truly frightening story.

__________________
95 SL500 Smoke Silver, Parchment 64K
07 E350 4matic Station Wagon White 34K
02 E320 4Matic Silver/grey 80K
05 F150 Silver 44K

Your mistake was flying with a pilot about whom you know little or nothing. Never fly with a pilot you don't know - unless you go commercial, of course. Glad it worked out.

__________________
- Brian


1989 500SEL Euro
1966 250SE Cabriolet
1958 BMW Isetta 600

That sounds like it was really scary, and nerve racking. I think I would have to tell someone. I think I would likely tell the FAA, because they are the guys on top. Let them evaluate the situation, and ground the guy, if they deem it necessary. This way, you do not "Stir the pot" so to speak, with the company he works for.

The FAA must do regular/random exams of their own don't they..?
They will probably test this guy in some way, so it looks like it's just a random, to him anyways. They must have some degree of confidentiality also. I doubt they would drop your name. Even if you think they might, I would still do it if I were you. The guy sounds like a liability to me.

Pehaps the FAA, or his employer, will even tell him the insurance company, wants him tested for some reason.

Just my oppinion, on the matter.

Nick

__________________
[SIGPIC][/SIGPIC]

Surely someone else other than you saw the plane come around four times. Like air traffic control? Find that person and talk to him.

I'd then call him up and invite him out to dinner just to talk. Test his vision then. Make him drive. On second thoughts, you drive. Have him give directions to the restaurant.

__________________
You don't need a weatherman to know which way the wind blows - Robert A. Zimmerman

It does sound like you should not let it go.

I guess this might qualify as an adrenalin rush.

Tom W

__________________
[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

John, first and foremost, it's fantastic that you've made it home safe. Reading about another tragedy is not what any of us need right now.

I'm going to take the opposite view of the situation and suggest that you just leave it be.

My reasoning is as follows:

1) You cannot make a convincing argument that the pilot's technique was substandard. Yes, by your judgment, he should have seen the lights and made the landing. But, this is only your opinion. The fact that he missed the approach and went around is "by the book".

2) None of his employers or the FAA will act on your statements.

3) Due to #2, the individual will remain a pilot. However, his credibility will be forever tainted by such a report. Maybe he should not be flying in instrument conditions.........but, your involvement won't change that outcome.


My guess is that he'll be far more conservative in the future due to this incident.

Leave it be.

If I remember correctly, the FAA, by statute, must investigate. If he's in denial and has something that causes night blindness, it could be a simple vitamin A deficiency and easily corrected. It could be something serious that he needs to know about for his own sake and for the sake of all the people he may kill. It is well to remember that both he and you have greater responsibilities in this than "only" yourselves.

Or he could be perfectly healthy and you are completely off-base in your analysis.

First of all, are you usually wrong or right in your judgement concerning other pilots? If you tend to over-react (like normal people do) to pilots when off the ground, then you might let it go unless you feel it is very compelling.

If you are usually right then you have a problem because the odds are that you are right this time.

How about a decision matrix?
Here are your choices:
If there is NOTHING wrong and you FAIL to act then nothing happens.
If there is NOTHING wrong and you DO act then what are the consequences?
If there is SOMETHING wrong and you FAIL to act then what is the worst possible outcome and how would you like to live with that on your conscience?
If there is SOMETHING wrong and you DO act, what are the consequences?

Do not investigate this yourself. You will start rumors and that may expose you to legal action, in which your gossip undermines his ability to work. By going to the FAA you are protected to some degree, I'm pretty sure.

If you're still unsure, you must have contacts in the FAA. Talk off the record in a "just suppose" scenario and see what happens.

If I were you and it was my pilot (a colleague whom I like personally, and trust completely), I would tell him outright. Also I'd tell him if he didn't get checked I would drop a dime on him. But I know my guy really well and his ego is normal pilot size (very big, but not pathological). He'd do the right thing if I brought it to his attention.

B

My guess...........and that's all it is..........is that he's medically sound. He got in way over his head and didn't feel confident to land the airplane in those conditions..........panic, if you will.

On the fourth time, he managed to get it together and land it. The visibility on #4 was not better (possibly worse) than #1, #2, and #3.

So, the FAA won't find anything............a fellow who missed the approach in bad weather.........that's it.

That's where WVO's judgement comes into play.

He knows the guy, is a pilot himself, and is the best judge of the situation. From what WVO said the pilot was in control of himself and unable to see the lights. Taken at face value (which is all we have), that's a vision problem.

B

You'd need to explain how he landed it on #4 for such a conclusion to have merit.