Narrative:

Chain of events: the last leg of an 8 'leg' day. Report time was at AA30 am local time. Block time was approximately 6.3 hours total, event occurred at BC50. After close to 13 hours on duty with the only break at between BA50 to BC30 local time, I felt very tired and it was difficult to concentrate during the later part of this long day. During the takeoff roll from sea the captain (PF) noted that we weren't observing the 'torque bugs' on our EICAS screen to set takeoff power. This distracted me. So when he called later for flaps up climb power, after takeoff checklist, I omitted the flap retraction from my flow and consequently we flew all the way to wenatchee (approximately 20 min flight) with the flaps at 12 degrees for takeoff. We only noticed it on descent. I can't honestly even remember doing the checklist after takeoff. I believe that fatigue had a large role to play in the failure of the captain and I to not notice the flaps remaining down. We were both very tired and worn out from the 7 prior legs and long day. Our judgement was impaired. 13 hours of duty is very long no matter what task is accomplished. Being very tired, one must rely on SOP and checklists. I will try to be more careful from now on, but fatigue is a difficult factor for pilots to fight off. The airlines (commuters especially) need to quit abusing crews, forcing them to operate in this realm of constant fatigue and flight cycles. It was almost like being asleep with our eyes wide open, so late, so dark, so tired.

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Original NASA ASRS Text

Title: COMMUTER FLT FAILS TO RETRACT FLAPS AFTER TKOF. FATIGUE.

Narrative: CHAIN OF EVENTS: THE LAST LEG OF AN 8 'LEG' DAY. RPT TIME WAS AT AA30 AM LCL TIME. BLOCK TIME WAS APPROX 6.3 HRS TOTAL, EVENT OCCURRED AT BC50. AFTER CLOSE TO 13 HRS ON DUTY WITH THE ONLY BREAK AT BTWN BA50 TO BC30 LCL TIME, I FELT VERY TIRED AND IT WAS DIFFICULT TO CONCENTRATE DURING THE LATER PART OF THIS LONG DAY. DURING THE TKOF ROLL FROM SEA THE CAPT (PF) NOTED THAT WE WEREN'T OBSERVING THE 'TORQUE BUGS' ON OUR EICAS SCREEN TO SET TKOF PWR. THIS DISTRACTED ME. SO WHEN HE CALLED LATER FOR FLAPS UP CLB PWR, AFTER TKOF CHKLIST, I OMITTED THE FLAP RETRACTION FROM MY FLOW AND CONSEQUENTLY WE FLEW ALL THE WAY TO WENATCHEE (APPROX 20 MIN FLT) WITH THE FLAPS AT 12 DEGS FOR TKOF. WE ONLY NOTICED IT ON DSCNT. I CAN'T HONESTLY EVEN REMEMBER DOING THE CHKLIST AFTER TKOF. I BELIEVE THAT FATIGUE HAD A LARGE ROLE TO PLAY IN THE FAILURE OF THE CAPT AND I TO NOT NOTICE THE FLAPS REMAINING DOWN. WE WERE BOTH VERY TIRED AND WORN OUT FROM THE 7 PRIOR LEGS AND LONG DAY. OUR JUDGEMENT WAS IMPAIRED. 13 HRS OF DUTY IS VERY LONG NO MATTER WHAT TASK IS ACCOMPLISHED. BEING VERY TIRED, ONE MUST RELY ON SOP AND CHKLISTS. I WILL TRY TO BE MORE CAREFUL FROM NOW ON, BUT FATIGUE IS A DIFFICULT FACTOR FOR PLTS TO FIGHT OFF. THE AIRLINES (COMMUTERS ESPECIALLY) NEED TO QUIT ABUSING CREWS, FORCING THEM TO OPERATE IN THIS REALM OF CONSTANT FATIGUE AND FLT CYCLES. IT WAS ALMOST LIKE BEING ASLEEP WITH OUR EYES WIDE OPEN, SO LATE, SO DARK, SO TIRED.

Data retrieved from NASA's ASRS site as of July 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.