Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Distraction; Communication Breakdown; Training / Qualification; Workload
Conflict Ground Conflict; Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors
During takeoff from VNY to ZZZ1 the Captain was quickly overwhelmed by the standard departure procedure. The GLENDALE 1 requires a level off on runway heading at or below 1;700 feet until 2.2 DME. The Captain took off and proceeded to climb at about 4;000 FPM at which point I noted a need to level off. He made very little in the way to arrest the ascent and I intervened forcing the yoke down at which point we may have touched for only a second 1;850 feet not sure if we were beyond the 2.2 yet or not. He turned on the autopilot which could not correct his erratic flying so he disconnected receiving a sink rate call [and] at least twice asking me for a heading which was already discussed and bugged. I made contact with Departure and was given a heading of 120 and 5;000 feet climb. At this point the event was over. No ATC comments were made or implied. The flight continued to ZZZ1 with a very disconnected Captain who could not move on from the event. I had to spoon feed every turn; descent and even another intervention when he nearly flew the final to Runway 24R for a visual. His reasons were; 'I am following the command bars.' I took the yoke and again turned us on the final. I mentioned his intercept was almost 90 degrees and the automation couldn't handle such an intercept without flying through. Upon landing I gave the left turn off information and waited further instruction from Tower which had told us to turn left at Z and hold short of 24L. I watched every move at this point and had to slam on the brakes as he was about to cross the active 24L takeoff runway nose nearly over the hold short line. This was with the ground lighting system flashing red lights right at us. Just then a 757 passed right in front of us on the takeoff roll. He was completely flustered. We were given clearance to cross and make the south transition to the south complex. During the taxi I advised him to go slow and make no turns prior to asking me. He nearly overshot two more hold points or turn points. Once on the ramp we debriefed. The SOP's and command of the aircraft were completely in question throughout the flight. Once a pilot has had an extended period of leave a Sim check is not enough but a trip or two with a certified IOE instructor must follow. This could have been avoided if the PIC had had adequate recurrent training possibly. Or at least it could have been assessed if he was qualified to be re released to the line. As a former IOE instructor and Check Airman I was very concerned.
A fractional jet First Officer felt the need to assist the Captain by intervening during climb and taxi because the Captain; who had been off flight duty for a period; was not controlling the aircraft safely.