Narrative:

En route from waterloo, ia, to home base, msp. This was an 'on duty rest' trip; that is, we came on duty at home, departed, landed alo, arrived motel, woke, back to airport, departed for home. Crew is technically on duty all night because there is no legal rest, and duty period would be about 10 hours, including time at motel. Captain (me) had airport in sight from about 50 mi. First officer had been on-line, based here, for about 1 month--but not completely familiar with geography. He later claimed he had never seen the airport as we passed by on downwind, but just prior to approach clearance he commented he thought approach control had us in very tight. He reported the traffic we were to follow in sight. First officer was flying, by the way. I passed this on to ATC and received clearance for a visibility approach (I also saw traffic). I inhibited hear horn and he brought the power back to a setting that would have gotten us down easily. In a moment he turned base leg and we discovered we had no ILS backup, caused by me. (We had the ILS tuned in for the runway we normally are assigned, but it was then changed and I tuned in the ILS for the opp end of the new runway.) after the tower advised the ILS indicated normal, I realized my mistake and corrected it. This all happened in less than a minute, but during this period first officer brought power back up enough to cause us to be high, and flew through the final. I asked if he still had our traffic. 'No.' see the runway? 'No.' see the airport? 'No.' I took airplane control had him inhibit horn again, called for gear and maximum flap. After maneuvering back onto final he reported runway in sight and I gave him plane back and completed before-landing check, now about 3.5 mi out. By 1 1/2 mi he was stable on G/south, proper power and speed. He crossed the threshold at reference speed, as noted by me, which is correct speed. I called -5 and -10--not unusual, but at -10 he had flared about 10' high. I instructed him to lower nose and get it down, and reached for power levers. There was a momentary stall warn (happens before stall identify). I increased power and we landed normally. I took plane at normal time and taxied in. Ramp agent signalled me to hold. I did not notice and taxied onto spot. Fatigue caused or contributed to: me using wrong ILS frequency at a time important to him, him losing contact with his traffic, him not being able to see a large, well lit airport in good WX, him misjudging ht during flare, me ignoring ramp signal. Distrs: he may have dwelled on the approach during his flare. Me dwelling on previous events as we taxied in. Fatigue allows distrs.

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Original NASA ASRS Text

Title: FLT CREW FATIGUE.

Narrative: ENRTE FROM WATERLOO, IA, TO HOME BASE, MSP. THIS WAS AN 'ON DUTY REST' TRIP; THAT IS, WE CAME ON DUTY AT HOME, DEPARTED, LANDED ALO, ARRIVED MOTEL, WOKE, BACK TO ARPT, DEPARTED FOR HOME. CREW IS TECHNICALLY ON DUTY ALL NIGHT BECAUSE THERE IS NO LEGAL REST, AND DUTY PERIOD WOULD BE ABOUT 10 HRS, INCLUDING TIME AT MOTEL. CAPT (ME) HAD ARPT IN SIGHT FROM ABOUT 50 MI. F/O HAD BEEN ON-LINE, BASED HERE, FOR ABOUT 1 MONTH--BUT NOT COMPLETELY FAMILIAR WITH GEOGRAPHY. HE LATER CLAIMED HE HAD NEVER SEEN THE ARPT AS WE PASSED BY ON DOWNWIND, BUT JUST PRIOR TO APCH CLRNC HE COMMENTED HE THOUGHT APCH CTL HAD US IN VERY TIGHT. HE RPTED THE TFC WE WERE TO FOLLOW IN SIGHT. F/O WAS FLYING, BY THE WAY. I PASSED THIS ON TO ATC AND RECEIVED CLRNC FOR A VIS APCH (I ALSO SAW TFC). I INHIBITED HEAR HORN AND HE BROUGHT THE PWR BACK TO A SETTING THAT WOULD HAVE GOTTEN US DOWN EASILY. IN A MOMENT HE TURNED BASE LEG AND WE DISCOVERED WE HAD NO ILS BACKUP, CAUSED BY ME. (WE HAD THE ILS TUNED IN FOR THE RWY WE NORMALLY ARE ASSIGNED, BUT IT WAS THEN CHANGED AND I TUNED IN THE ILS FOR THE OPP END OF THE NEW RWY.) AFTER THE TWR ADVISED THE ILS INDICATED NORMAL, I REALIZED MY MISTAKE AND CORRECTED IT. THIS ALL HAPPENED IN LESS THAN A MINUTE, BUT DURING THIS PERIOD F/O BROUGHT PWR BACK UP ENOUGH TO CAUSE US TO BE HIGH, AND FLEW THROUGH THE FINAL. I ASKED IF HE STILL HAD OUR TFC. 'NO.' SEE THE RWY? 'NO.' SEE THE ARPT? 'NO.' I TOOK AIRPLANE CONTROL HAD HIM INHIBIT HORN AGAIN, CALLED FOR GEAR AND MAX FLAP. AFTER MANEUVERING BACK ONTO FINAL HE RPTED RWY IN SIGHT AND I GAVE HIM PLANE BACK AND COMPLETED BEFORE-LNDG CHK, NOW ABOUT 3.5 MI OUT. BY 1 1/2 MI HE WAS STABLE ON G/S, PROPER PWR AND SPD. HE CROSSED THE THRESHOLD AT REF SPD, AS NOTED BY ME, WHICH IS CORRECT SPD. I CALLED -5 AND -10--NOT UNUSUAL, BUT AT -10 HE HAD FLARED ABOUT 10' HIGH. I INSTRUCTED HIM TO LOWER NOSE AND GET IT DOWN, AND REACHED FOR PWR LEVERS. THERE WAS A MOMENTARY STALL WARN (HAPPENS BEFORE STALL IDENT). I INCREASED PWR AND WE LANDED NORMALLY. I TOOK PLANE AT NORMAL TIME AND TAXIED IN. RAMP AGENT SIGNALLED ME TO HOLD. I DID NOT NOTICE AND TAXIED ONTO SPOT. FATIGUE CAUSED OR CONTRIBUTED TO: ME USING WRONG ILS FREQ AT A TIME IMPORTANT TO HIM, HIM LOSING CONTACT WITH HIS TFC, HIM NOT BEING ABLE TO SEE A LARGE, WELL LIT ARPT IN GOOD WX, HIM MISJUDGING HT DURING FLARE, ME IGNORING RAMP SIGNAL. DISTRS: HE MAY HAVE DWELLED ON THE APCH DURING HIS FLARE. ME DWELLING ON PREVIOUS EVENTS AS WE TAXIED IN. FATIGUE ALLOWS DISTRS.

Data retrieved from NASA's ASRS site as of August 2007 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.