Narrative:

Both pilots on duty for six days in a row. I had been on duty for 8 of the preceding 10 days. I had been on duty for 28 hours over the preceding three days; and worked 9 out of the preceding 11 days. My first officer (first officer) was currently scheduled for 9 days in a row of flying due to a reassignment; awaiting a change from crew schedule. During arrival into ZZZ; we were given an arrival change about 20 minutes out. I thought I had a good plan for our descent; but found that we were kept a little high on the arrival; and ended up high when cleared for the visual. I did not notice right away that we were high; and once I became aware; lowered the gear and configured rapidly for descent. I always try to be configured early and was not on this approach. I did use speed brakes and flaps 15/gear down for an extended time until on the glide slope. I was configured by 1000 ft. AGL; but was not coming in with the power until 500 ft. I believe I met the requirements for a stable approach in VMC; so we continued to an uneventful landing.I honestly felt worn out. I did sign fit for duty for this leg; and completed the trip but simply felt worn out. Our domestic narrow body lines are frequently putting us on duty over 300 hours a month; very long duty days; maintenance delays; hotel problems and whether events. After months of this; it takes its toll on our attention span and attention to detail skills. I have been a junior line holder or reserve captain for seven years and am finding that I can not do what I used to do. After working hard to attain this position for 30 years; the industry has changed enough so that this domestic flying is harder work than my regional flying experience and is putting the operation at an unacceptable risk level to me. I am solving the problem by abandoning my seat for the 777 first officer.it does not appear that there is any motivation in our industry to remedy the problems associated with far 117; so I do not see any improvement on our horizon.

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Original NASA ASRS Text

Title: B737-800 Captain reported company safety margin has been diminished due to scheduling policy and outdated FAR 117.

Narrative: Both pilots on duty for six days in a row. I had been on duty for 8 of the preceding 10 days. I had been on duty for 28 hours over the preceding three days; and worked 9 out of the preceding 11 days. My FO (First Officer) was currently scheduled for 9 days in a row of flying due to a reassignment; awaiting a change from crew schedule. During arrival into ZZZ; we were given an arrival change about 20 minutes out. I thought I had a good plan for our descent; but found that we were kept a little high on the arrival; and ended up high when cleared for the visual. I did not notice right away that we were high; and once I became aware; lowered the gear and configured rapidly for descent. I always try to be configured early and was not on this approach. I did use speed brakes and flaps 15/gear down for an extended time until on the glide slope. I was configured by 1000 ft. AGL; but was not coming in with the power until 500 ft. I believe I met the requirements for a stable approach in VMC; so we continued to an uneventful landing.I honestly felt worn out. I did sign fit for duty for this leg; and completed the trip but simply felt worn out. Our domestic narrow body lines are frequently putting us on duty over 300 hours a month; very long duty days; maintenance delays; hotel problems and whether events. After months of this; it takes its toll on our attention span and attention to detail skills. I have been a junior line holder or reserve Captain for seven years and am finding that I can not do what I used to do. After working hard to attain this position for 30 years; the industry has changed enough so that this domestic flying is harder work than my regional flying experience and is putting the operation at an unacceptable risk level to me. I am solving the problem by abandoning my seat for the 777 FO.It does not appear that there is any motivation in our industry to remedy the problems associated with FAR 117; so I do not see any improvement on our horizon.

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.