Narrative:

We started day 2 of our 3 day sequence with a ZZZ turn from ZZZ1. On our way back from ZZZ we received an ACARS (aircraft communication and reporting system) message from tracking stating 'we need your help;' exact words. Want me to work a different flight instead. Both myself and my first officer had a bad night at the hotel; where the air and heat were moving to extremes; unable to control comfort. Both of us had difficulty sleeping.after landing and securing the aircraft I began to check legality and fitness for duty. Now realizing the reassignment was more flying for the last leg of the night. Tracking had me immediately running over to the reassignment as shown on paper. I called scheduling around xa:40 to check what was going on. After speaking with tracking and explaining to them that my night at the hotel was not good and that I was currently fit for duty for ZZZ2 but likely unable to increase my flying hours safely. Along with no time to get any food and then pressuring me into a very rushed situation; this was not smart of me to safely proceed. He laughed at me and said that he has no choice and will put me back on original sequence. After we ended the call I started towards my gate to ZZZ2. After trying unsuccessfully to scan my identification at the gate I called tracking again. Reaching the same gentlemen I spoke to earlier; I questioned intentions. He began to tell me I had a choice of declaring fatigue or missed assignment. I asked why he told me I was back on my original sequence to ZZZ2 then. A lot of back peddling and nonsense excuses; extremely unprofessional behavior. This gentleman lied to me and acted very unprofessional making anything he was saying now unreliable and not trustworthy.I did not call in fatigued because tracking put me back on my original sequence to ZZZ2 per our phone conversation. This flying was less and I was assessing myself fit for the original ZZZ2. The constant scheduling and tracking changes unrelated to awarded sequence issues is extremely fatiguing. Along with the mistrust and constant battles with tracking and scheduling to be safe and legal. Very difficult to maintain safety when tracking and scheduling add pressure constantly to push the limits of far 117. Far 117 is a backstop not a structure for normal scheduling. A once in a long while is acceptable if fit for duty but not every week; every sequence.scheduling and tracking constantly pushing far limits. Also may be within limits but constant changing of schedule; increasing duty and or flight time.don't build schedules to far limits or close the limit. Don't change awarded schedules unless it is agreed to by the pilot with much positive intentions. When in a positive environment we as people are much less fatigued. A positive environment is very energizing increasing safety dramatically.

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Original NASA ASRS Text

Title: A319 Captain reported being requested to exceed legal duty time.

Narrative: We started day 2 of our 3 day sequence with a ZZZ turn from ZZZ1. On our way back from ZZZ we received an ACARS (Aircraft Communication And Reporting System) message from tracking stating 'We need your help;' exact words. Want me to work a different flight instead. Both myself and my First Officer had a bad night at the hotel; where the air and heat were moving to extremes; unable to control comfort. Both of us had difficulty sleeping.After landing and securing the Aircraft I began to check legality and fitness for duty. Now realizing the reassignment was more flying for the last leg of the night. Tracking had me immediately running over to the reassignment as shown on paper. I called scheduling around XA:40 to check what was going on. After speaking with tracking and explaining to them that my night at the hotel was not good and that I was currently fit for duty for ZZZ2 but likely unable to increase my flying hours safely. Along with no time to get any food and then pressuring me into a very rushed situation; this was not smart of me to safely proceed. He laughed at me and said that he has no choice and will put me back on original sequence. After we ended the call I started towards my gate to ZZZ2. After trying unsuccessfully to scan my ID at the gate I called Tracking again. Reaching the same gentlemen I spoke to earlier; I questioned intentions. He began to tell me I had a choice of declaring fatigue or missed assignment. I asked why he told me I was back on my original sequence to ZZZ2 then. A lot of back peddling and nonsense excuses; extremely unprofessional behavior. This gentleman lied to me and acted very unprofessional making anything he was saying now unreliable and not trustworthy.I did not call in fatigued because tracking put me back on my original sequence to ZZZ2 per our phone conversation. This flying was less and I was assessing myself fit for the original ZZZ2. The constant scheduling and tracking changes unrelated to awarded sequence issues is extremely fatiguing. Along with the mistrust and constant battles with tracking and scheduling to be safe and legal. Very difficult to maintain safety when tracking and scheduling add pressure constantly to push the limits of FAR 117. FAR 117 is a backstop not a structure for normal scheduling. A once in a long while is acceptable if fit for duty but not every week; every sequence.Scheduling and tracking constantly pushing FAR limits. Also may be within limits but constant changing of schedule; increasing duty and or flight time.Don't build schedules to FAR limits or close the limit. Don't change awarded schedules unless it is agreed to by the pilot with much positive intentions. When in a positive environment we as people are much less fatigued. A positive environment is very energizing increasing safety dramatically.

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.