AIRSPEED; ALT AND ROUTE EXCURSIONS.

Narrative

FOLLOWING TKOF BY CAPT FROM SAN AT ABOUT 2500'; CAPT ACCELERATED TO 270 KTS. I REMINDED HIM OF THE 250 KT AIRSPD. HE DID NOT COMMENT NOR SHOW. I SAID THAT RADAR WOULD LIKELY PICK UP HIS EXTRA SPD. HE COMMENTED THAT 'I'LL TELL THEM YOU SAID SOMETHING;' BUT DID NOT IMMEDIATELY SLOW UNTIL A FEW MOMENTS LATER. WHILE CLBING RAPIDLY THROUGH 13500' (WITH A CLRNC LIMIT OF 14000') WE WERE GIVEN A FREQ CHANGE. IT TOOK A FEW MOMENTS TO ESTABLISH CONTACT WITH NEW CTLR (#1 COM WAS INTERMITTENT AND THEN FREQ CONGESTION). AS I WAS CHANGING FREQ CAPT CONTINUED CLB THROUGH 14000'. I REMINDED HIM '14000'.' HE DIDN'T PUSH OVER SIGNIFICANTLY AND DIN'T REDUCE PWR. I SAID 'WE'RE ONLY CLRED TO 14000' CAPT.' (AS WE WENT THROUGH 14200' I YELLED LOUDER: '14000 CAPT.') HE KEPT SAYING; 'GET UP HIGHER.' FINALLY CTLR SAID TO MAINTAIN 14000' FOR 2 MINS. CAPT RELUCTANTLY REDUCED PWR AS WE LEVELED AT 14280' AND FAST SPD (350 KTS). HE WAS ANNOYED AT ME FOR WHAT HE PERCEIVED AS DELAY IN GETTING HIGHER. HE SAID HE DELIBERATELY WENT TO THE OVERSHOOT ALT; BUT WAS PLANNING TO LEVEL AT 14300' (WHICH HE PERCEIVED AS LIMIT FOR BEING WRITTEN UP). WE CONTINUED FLT TO SFO. CLRED FOR RWY 28 PROFILE DSCNT AND LATER THE QUIET BRIDGE VISUAL TO RWY 28L. AS WE CONTINUED INBND ON THE OAK 151 DEG R (TO INTERCEPT THE SFO 102 DEG R); BAY APCH CALLED TFC INBND FOR RWY 28R. THE FE AND I WERE ACTIVELY CHKING TFC TO DETERMINE WHICH LIGHT WAS OUR TFC. AFTER A WHILE; BACK INTO COCKPIT; WE WERE TOLD BY BAY APCH (I'M NOT ENTIRELY SURE WHETHER WE WERE ON BAY OR SFO TWR) TO 'AVOID FOSTER CITY.' I CHKED THE VORS AND THE CAPT (SET ON SFO 102 DEG R; I BELIEVE) AND I WAS STILL ON OAK 151 DEG R. VISUALLY CHKING THE TERRAIN I TOLD THE CAPT HE WAS TOO FAR L. HE SHOULD ONLY FLY OVER THE VERY TIP OF FOSTER CITY AND HE NEEDED TO GO FURTHER R. (WE WERE PROBABLY RIGHT OVER SQL ARPT; FAR TO THE S OF THE 102 DEG R.) CAPT SAID HE DIDN'T WANT TO GO R NOW BECAUSE OF THE INCOMING TFC TO RWY 28R. I SAID WE WERE TOO FAR L OF RADIAL AND WE NEEDED TO REINTERCEPT RADIAL AND WE'D STILL BE CLEAR OF TFC TO RWY 28R. HE RELUCTANTLY AMENDED HIS HDG BUT NEVER INTERCEPTED THE RADIAL PROPERLY. CONCLUSION: THE CAPT IS AN INDIVIDUAL. ALL MONTH HE WAS TAKING SHORTCUTS (5 OR 10 DEGS FROM ASSIGNED HDG TO MORE QUICKLY INTERCEPT A RADIAL OVER A SHORTER COURSE OR A 5-10 DEG HDG CHANGE FOR A SCENIC POINT OF INTEREST; W/O CTLR CLRNC OF COURSE!) THE INCREASED AIRSPD OUT OF SAN WAS LIKELY ATTRIBUTABLE TO THE GOING HOME LEG. THE ALT BUST WAS LIKELY ATTRIBUTABLE TO HIS TECHNIQUE IN WHICH HE HATES TO UNNECESSARILY REDUCE THROTTLE SETTING (BECAUSE THE PAX WOULD HEAR IT). THE RTE DEVIATION WAS LIKELY ATTRIBUTABLE TO HIS PROPENSITY FOR SHORT CUTS (IE; NOT WANTING TO CONTINUE ON THE 151 DEG R OAK UNTIL THE SFO 102 DEG R; BUT RATHER; APPARENTLY FLYING A HDG TO THE LEFT OF THE RADIAL WHICH WOULDN'T HAVE INTERCEPTED UNTIL PAST FOSTER CITY). ALL MONTH HE WAS CONCERNED WITH COMPANY FUEL MONITORING SYS. (COMPANY RANKS CAPS BY FUEL BURN AND SHARES THIS INFO WITH THE CAPTS. ALTHOUGH THE COMPANY SAYS THEY NO LONGER OFFICIALLY COUNSEL THE CAPTS WITH THE RANKINGS; CHK CAPTS WILL FREQUENTLY SHARE THEIR COPY OF THE FUEL RANKING DURING THE CHKRIDE). THIS CAPT WAS PROUD OF HIS LOW FUEL BURN; AND MUCH OF HIS FLYING REFLECTED THIS CONCERN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR SAYS CAPT MADE STATEMENT THAT HE IS A 1/1 ON THE GRID SYS; WHICH MEANS HE HAS NO STANDARDS AND IS NOT AUTOCRATIC. F/O AND S/O LAUGHED AT THE TIME; BUT IT PROVED TO BE TRUE. RPTR FEELS HE IS LAZY AND HAS VERY LOW STANDARDS FOR HIMSELF. RPTR CHKED WITH PROFESSIONAL STANDARDS COMMITTEE OF UNION. FEELS STRONGLY THAT NEW COPLTS WILL BE NEGATIVELY INFLUENCED BY THESE POOR STANDARDS.