Narrative:

Prior to arriving for duty; I attempted to take a nap in the evening. I slept for a couple of hours; but could not sleep more than that. I felt fine when arriving for duty. I was coming off of [several] days off. I was the pilot monitoring and the first officer was the pilot flying. Weather was extremely clear and daylight. Light tailwind at altitude. Very light airplane with 10K fuel and empty cans. We were both extremely tired; and communication was degraded between us due to a loud cockpit and mixed headset use (I was using an anr headset and the first officer (first officer) was using [an ear plug style headset] with the left plug out of his ear so he could hear me). As it turns out; this is not a good CRM setup and communication was compromised between us. I didn't realized the first officer was struggling to hear me throughout the flight until we discussed it on the ground.ATC kept us very high before clearing a descent to intercept the ILS xxl about 5 miles from ZZZ. I mentioned to the first officer that it was going to be difficult to shoot the approach due to this. We were slightly high and fast just outside ZZZ and I suggested we needed to drop the gear and slow down to get stabilized. We were still 10 to 15 knots fast as we approached zzzzz; but on glideslope and it looked like we would be on speed at 500 AGL. I suggested we may need to do a go-around. I thought the first officer acknowledged; but after the fact he told me he wasn't sure if I was commanding a go-around and was thinking I was waiting to see the results of a continued approach. On our previous leg we discussed going around and the shared belief that a go-around at altitude should be a slow paced methodical event. The autopilot should be engaged and both crewmembers on the same page. I honestly thought that's where we were headed. I made a mistake at that time by not being very specific and commanding a go around. We were on speed and stable at 500 AGL and it was a normal landing. However; I felt we were at the limits of fom compliance and I don't like to be in that situation.we talked about it in the parking lot and we both realized we were very tired and the first officer felt he was behind. We both decided if we could do it again we should have executed a go-around to eliminate any potential for problems. Being kept high in a light airplane is always a challenge; but add fatigue and degraded CRM due to communication difficulties to the mix and the task saturation is very high. As a suggestion; it would be extremely helpful if [we] had hot mics. The enhancement to communication would be a dramatic improvement and a real safety addition.

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Original NASA ASRS Text

Title: B757 flight crew reported communication breakdown between Captain and First Officer and degraded CRM during approach.

Narrative: Prior to arriving for duty; I attempted to take a nap in the evening. I slept for a couple of hours; but could not sleep more than that. I felt fine when arriving for duty. I was coming off of [several] days off. I was the pilot monitoring and the First Officer was the pilot flying. Weather was extremely clear and daylight. Light tailwind at altitude. Very light airplane with 10K fuel and empty cans. We were both extremely tired; and communication was degraded between us due to a loud cockpit and mixed headset use (I was using an ANR headset and the FO (First Officer) was using [an ear plug style headset] with the left plug out of his ear so he could hear me). As it turns out; this is not a good CRM setup and communication was compromised between us. I didn't realized the FO was struggling to hear me throughout the flight until we discussed it on the ground.ATC kept us very high before clearing a descent to intercept the ILS XXL about 5 miles from ZZZ. I mentioned to the First Officer that it was going to be difficult to shoot the approach due to this. We were slightly high and fast just outside ZZZ and I suggested we needed to drop the gear and slow down to get stabilized. We were still 10 to 15 knots fast as we approached ZZZZZ; but on glideslope and it looked like we would be on speed at 500 AGL. I suggested we may need to do a go-around. I thought the FO acknowledged; but after the fact he told me he wasn't sure if I was commanding a go-around and was thinking I was waiting to see the results of a continued approach. On our previous leg we discussed going around and the shared belief that a go-around at altitude should be a slow paced methodical event. The autopilot should be engaged and both crewmembers on the same page. I honestly thought that's where we were headed. I made a mistake at that time by not being very specific and commanding a go around. We were on speed and stable at 500 AGL and it was a normal landing. However; I felt we were at the limits of FOM compliance and I don't like to be in that situation.We talked about it in the parking lot and we both realized we were very tired and the FO felt he was behind. We both decided if we could do it again we should have executed a go-around to eliminate any potential for problems. Being kept high in a light airplane is always a challenge; but add fatigue and degraded CRM due to communication difficulties to the mix and the task saturation is very high. As a suggestion; it would be extremely helpful if [we] had hot mics. The enhancement to communication would be a dramatic improvement and a real safety addition.

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.