Narrative:

This event occurred on leg 2 of a continuous duty overnight pairing. The departure the previous evening was delayed by 1:18 and the break time between flights was reduced from scheduled 7:43 down to 6:40. On approach; we were sequenced to about a 20 mile final. The approach from that point on in was stable and all appropriate callouts were made. However at approximately 1200 feet afl; I realized that I was not fully configured; and called 'gear down; flaps 3; landing checklist.' except for that detail; everything else was stable. While the gear and flaps were in transit however; an ECAM (electronic centralized aircraft monitoring) warning was triggered. Just as I was about to command 'go around;' the warnings ceased; everything was stable; and I judged that the safest course of action was to land.there is more than one contributing factor here. First the reduced rest contributed to a lack of concentration. While I felt fit for duty; in retrospect; the simple physiological fact that I was operating at a reduced level of alertness seems now self-evident. Also; I have been flying this trip sequence all month; and therefore the routine nature of these flights probably contributed to some degree of complacency. Next; the fact that we flew such a long stabilized final could have given me a sense of boredom to some extent.having performed this flying duty on reduced period of sleep; I should have been reminding myself to be extra vigilant. I thought that I was; because I can remember giving myself a little pep talk silently as we took the runway for takeoff; reminding myself of the contingencies for rejected takeoff and engine failure after takeoff. But toward the end of the flight; I can't say that I remember doing the same thing for approach and landing. Though I had only about 4 hours sleep; instead of the 5 and-a-half that I was used to on this trip sequence; I felt 'fit for duty' when I electronically signed the release. One of the things that the 'fit for duty' certification does not take into account; however; is how you might feel 2 hours later. And while you might be able to guess at that; there is no way to know.

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Original NASA ASRS Text

Title: A319 flight crew describes fatigue due to a short overnight in the hotel resulting in a late call for landing gear and flaps and an unstabilized approach.

Narrative: This event occurred on leg 2 of a continuous duty overnight pairing. The departure the previous evening was delayed by 1:18 and the break time between flights was reduced from scheduled 7:43 down to 6:40. On approach; we were sequenced to about a 20 mile final. The approach from that point on in was stable and all appropriate callouts were made. However at approximately 1200 feet AFL; I realized that I was not fully configured; and called 'Gear Down; Flaps 3; Landing Checklist.' Except for that detail; everything else was stable. While the gear and flaps were in transit however; an ECAM (Electronic Centralized Aircraft monitoring) warning was triggered. Just as I was about to command 'Go Around;' the warnings ceased; everything was stable; and I judged that the safest course of action was to land.There is more than one contributing factor here. First the reduced rest contributed to a lack of concentration. While I felt fit for duty; in retrospect; the simple physiological fact that I was operating at a reduced level of alertness seems now self-evident. Also; I have been flying this trip sequence all month; and therefore the routine nature of these flights probably contributed to some degree of complacency. Next; the fact that we flew such a long stabilized final could have given me a sense of boredom to some extent.Having performed this flying duty on reduced period of sleep; I should have been reminding myself to be extra vigilant. I thought that I was; because I can remember giving myself a little pep talk silently as we took the runway for takeoff; reminding myself of the contingencies for rejected takeoff and engine failure after takeoff. But toward the end of the flight; I can't say that I remember doing the same thing for approach and landing. Though I had only about 4 hours sleep; instead of the 5 and-a-half that I was used to on this trip sequence; I felt 'fit for duty' when I electronically signed the release. One of the things that the 'fit for duty' certification does not take into account; however; is how you might feel 2 hours later. And while you might be able to guess at that; there is no way to know.

Data retrieved from NASA's ASRS site 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.