Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 37; Flight Crew Total 2216; Flight Crew Type 549
Situational Awareness
Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Weather; Human Factors
On ILS 12 approach into OAK; with the expectation to 'circle' to 10R upon visual contact (It's more of a side step; but the clearance is still to Circle). Pilot Flying called airport in sight while tracking the localizer inbound at roughly 1800-2000 MSL. I looked up to look for the runway; and we were in the clouds. Approach cleared us for the visual to 12; circle 10R. I mentioned that I didn't see it; and he made a remark about stop looking at my iPad (approach plate). I subsequently told him my half of the airplane was in the clouds and I can't see anything. He kept the aircraft on autopilot and let it continue to track the glideslope down after intercept. Upon breaking out and figuring out where the PAPI was for 10R; he disconnected and aligned on the extended centerline of 10R. We were fully configured to land; and I began making callouts. He kept the airplane fast due to the heavy crosswind; so I called 'Plus 20 and on PAPI/Glideslope' He then dropped below glideslope roughly more than 3 miles out. He didn't respond to the comment; and I added he was 'One dot low' He didn't reply. Then we proceeded to drop lower on the glideslope; and I made the call he was '2 dots low' and commented he needed to get back up (to the glideslope). The Pilot Flying replied 'We're okay'. I then made another gripe about him being too low. The final comment he made was 'a buck thirty (130 KIAS); right where I need to be' Which was much faster than VRef (115) or VApp (124) (speeds are rough recollections). I then looked down because we were over land; but not over the airport property. I then saw trees being lit up by the landing gear lights. I shouted one more time that we were low; and he continued the same path and touched down shortly after the numbers; but before the Touchdown Zone. Upon exiting the runway; I confronted him and told him 'that's not cool man'. His response was 'I knew where we were the whole time' I told him I didn't know where we were; and he grunted and brushed it aside.
Learjet 40 First Officer reported an OAK ILS 12 Approach with a clearance to circle to Runway 10R. The Captain flew the visual segment at higher than planned airspeed and low on the glideslope and did not respond to the First Officer's callouts.