Narrative:

I reported for a ready reserve assignment that began at xa:00 am. Prior to checking in; I acknowledged a 3 day trip that was to begin the next day; with a duty in time of xn:05 pm. The # of legs for this trip was early; late; early. Although I am on xw:00 am reserve this month; I was fine with this trip starting at xn:05 pm due to the fact that I had nothing else scheduled for the prior day; and I would be able to adjust my sleep schedule to achieve enough rest to safely complete flight out that night as well as the rest of the trip. Later the day prior; during my ready reserve assignment; I was called for a round trip that was a deadhead with a return to base on the same day. Due to maintenance issues; we were sent to the hotel after the deadhead and rescheduled to return with a xv:15 am local duty in time with a duty out of around xb:30 am in base. On our way back to base I received the gate assignment and noticed that I was still scheduled to operate the trip that had a scheduled duty in time of xn:05 that evening. Upon arrival; I called crew scheduling for release/next assignment as required. They informed me that I was going to be put on 11 hours in-domicile rest; and was still to report for the 3 day with a duty in time of xn:05 later that evening. I then informed the scheduler; that although I agreed this was a legal assignment; this did not seem to be a safe solution. I described that even if I were to go home and go straight to sleep; (which would be difficult after being awake at xu:30 am that morning; xw:00 am the previous morning; and on call at xw:00 am the previous two mornings before that); I would probably be okay to do the evening flight; and probably the return flight in the morning; but my body's circadian rhythm would be changed and the next day; my body would be ready to sleep as I was scheduled to do the next 4 flights. After being placed on hold; I was told that since this was a legal assignment; there was not much she could do. I mentioned to her that I would speak with a chief pilot to see if it could be resolved further. I then went directly to speak with the chief pilot. He was able to pull up my schedule; and agreed that as currently posted; the schedule interrupted the normal sleep pattern I was in; changing me from a day schedule to more of a late schedule. He stated that he would look into the situation possibly removing the middle 4 legs of the trip. This would keep me on the late schedule since I would do the first night of the 3 day with a return to base the next morning; then do the next evening's flight; and return to base on day 3. I left his office in agreement with him that I would continue to operate the schedule as posted; and should I at any time feel fatigued; I should call in fatigued. He also mentioned this schedule; although legal; did appear to be a good set up for feeling fatigued. Later in the afternoon; I spoke with the union. They were also in agreement that the schedule; while legal; appeared to disrupt my current sleep cycles with very little recovery time. They were then able to speak with a scheduling supervisor who was able to drop the 2nd and 3rd day of the trip. This solution was acceptable to me. That afternoon I was able to sleep only briefly; around 30-45 minutes. Even though I had been awake since xu:15 CST that morning; excluding the small nap; I felt like I would be able to safely complete the flight that evening. I arrived for my duty in time at xn:05 and completed the evening flight arriving around xo:45 and going to bed that evening around xp:45 CST. I was able to sleep around 7 hours last night. This morning; I woke up and felt somewhat refreshed from the previous day and arrived at the airport for our xb:40 CST report time. As the flight continued to base; I became more aware of how tired I was becoming. Upon reaching base; although no violations occurred during the previous flight; I realized that I would be unable to safely continue on any further flights. I then called crew scheduling and notified them that whether or not there was anything further on my schedule; I would be calling in fatigued; requested release; and was granted release without any issue. Fortunately; I believe I was able to understand that I was becoming fatigued on the flight I was on and did not continue on any further flights; which could have potentially caused unsafe actions or unnecessary errors. I feel this situation could have been prevented by crew scheduling. Upon realizing I had an unscheduled overnight the previous night; they could have removed the late night flight from my schedule; and had me meet up with the trip on day two. That would have given me ample rest; and kept me on the same sleep schedule. It also could have been prevented when I brought the rest issue up with the scheduler upon my release on the morning of the trip. Unfortunately; since it was a legal assignment; there seemed to be a fixation on assuring legality; and reserve coverage; not realizing the set up for fatigue issues.

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Original NASA ASRS Text

Title: CRJ200 Captain describes the events leading up to a fatigue call to Crew Scheduling.

Narrative: I reported for a ready reserve assignment that began at XA:00 am. Prior to checking in; I acknowledged a 3 day trip that was to begin the next day; with a duty in time of XN:05 pm. The # of legs for this trip was early; late; early. Although I am on XW:00 am reserve this month; I was fine with this trip starting at XN:05 pm due to the fact that I had nothing else scheduled for the prior day; and I would be able to adjust my sleep schedule to achieve enough rest to safely complete flight out that night as well as the rest of the trip. Later the day prior; during my ready reserve assignment; I was called for a round trip that was a deadhead with a return to base on the same day. Due to maintenance issues; we were sent to the hotel after the deadhead and rescheduled to return with a XV:15 am local duty in time with a duty out of around XB:30 am in base. On our way back to base I received the gate assignment and noticed that I was still scheduled to operate the trip that had a scheduled duty in time of XN:05 that evening. Upon arrival; I called crew scheduling for release/next assignment as required. They informed me that I was going to be put on 11 hours in-domicile rest; and was still to report for the 3 day with a duty in time of XN:05 later that evening. I then informed the scheduler; that although I agreed this was a legal assignment; this did not seem to be a safe solution. I described that even if I were to go home and go straight to sleep; (which would be difficult after being awake at XU:30 am that morning; XW:00 am the previous morning; and on call at XW:00 am the previous two mornings before that); I would probably be okay to do the evening flight; and probably the return flight in the morning; but my body's circadian rhythm would be changed and the next day; my body would be ready to sleep as I was scheduled to do the next 4 flights. After being placed on hold; I was told that since this was a legal assignment; there was not much she could do. I mentioned to her that I would speak with a Chief Pilot to see if it could be resolved further. I then went directly to speak with the chief pilot. He was able to pull up my schedule; and agreed that as currently posted; the schedule interrupted the normal sleep pattern I was in; changing me from a day schedule to more of a late schedule. He stated that he would look into the situation possibly removing the middle 4 legs of the trip. This would keep me on the late schedule since I would do the first night of the 3 day with a return to base the next morning; then do the next evening's flight; and return to base on day 3. I left his office in agreement with him that I would continue to operate the schedule as posted; and should I at any time feel fatigued; I should call in fatigued. He also mentioned this schedule; although legal; did appear to be a good set up for feeling fatigued. Later in the afternoon; I spoke with the Union. They were also in agreement that the schedule; while legal; appeared to disrupt my current sleep cycles with very little recovery time. They were then able to speak with a scheduling Supervisor who was able to drop the 2nd and 3rd day of the trip. This solution was acceptable to me. That afternoon I was able to sleep only briefly; around 30-45 minutes. Even though I had been awake since XU:15 CST that morning; excluding the small nap; I felt like I would be able to safely complete the flight that evening. I arrived for my duty in time at XN:05 and completed the evening flight arriving around XO:45 and going to bed that evening around XP:45 CST. I was able to sleep around 7 hours last night. This morning; I woke up and felt somewhat refreshed from the previous day and arrived at the airport for our XB:40 CST report time. As the flight continued to base; I became more aware of how tired I was becoming. Upon reaching base; although no violations occurred during the previous flight; I realized that I would be unable to safely continue on any further flights. I then called Crew Scheduling and notified them that whether or not there was anything further on my schedule; I would be calling in fatigued; requested release; and was granted release without any issue. Fortunately; I believe I was able to understand that I was becoming fatigued on the flight I was on and did not continue on any further flights; which could have potentially caused unsafe actions or unnecessary errors. I feel this situation could have been prevented by crew scheduling. Upon realizing I had an unscheduled overnight the previous night; they could have removed the late night flight from my schedule; and had me meet up with the trip on day two. That would have given me ample rest; and kept me on the same sleep schedule. It also could have been prevented when I brought the rest issue up with the scheduler upon my release on the morning of the trip. Unfortunately; since it was a legal assignment; there seemed to be a fixation on assuring legality; and reserve coverage; not realizing the set up for fatigue issues.

Data retrieved from NASA's ASRS site as of July 2013 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.