Fatigue cited as a reason for a localizer overshoot and degradation of crew performance.

Attributes
ACN	538831
Time
Date	200202
Day	Sat
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : atl.airport
State Reference	GA
Altitude	msl single value : 5000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	DC-10 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 26l
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
ASRS Report	538831
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : returned to intended or assigned course
Supplementary
Problem Areas	Flight Crew Human Performance Company
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Approaching atl, we were cleared on a heading to intercept runway 26R localizer. First officer was PF. I was monitoring atl VOR for distance and azimuth information. First officer was on runway 26R localizer. He flew through the localizer. I corrected him and he made the adjustment to reintercept the runway 26R localizer but not before crossing the approach courses for the south runway complex. Contributing factor was our charter carrier's overseas rules do not provide for rest. The only limitation we are subject to is the 12 hour maximum in 24 hour. We showed for duty in chs at XA30Z on feb/thu/02, operated to atl, spent 3 hours on ground and operated to eddf. Upon arrival at hotel, we had 7 hours until show-up for next duty. Actual time sleeping for flight deck crew was between 4-5 hours. We then operated eddf/bgr/atl. We also had a 3 hour ground time in bgr. En route from bgr to atl we were exhausted. We landed in atl at XA20Z feb/sat/02. That's 5 hours sleep during a 40 hour 50 min period. Had I realized just how beat we were in bgr I would have canceled the bgr to atl portion. Unfortunately, we did not notice our loss of ability until after takeoff. This incident was directly related to fatigue. International long haul flts should provide for a minimum in hotel rest of at least 10 hours.

Original NASA ASRS Text

Title: FATIGUE CITED AS A REASON FOR A LOC OVERSHOOT AND DEGRADATION OF CREW PERFORMANCE.

Narrative: APCHING ATL, WE WERE CLRED ON A HDG TO INTERCEPT RWY 26R LOC. FO WAS PF. I WAS MONITORING ATL VOR FOR DISTANCE AND AZIMUTH INFO. FO WAS ON RWY 26R LOC. HE FLEW THROUGH THE LOC. I CORRECTED HIM AND HE MADE THE ADJUSTMENT TO REINTERCEPT THE RWY 26R LOC BUT NOT BEFORE XING THE APCH COURSES FOR THE S RWY COMPLEX. CONTRIBUTING FACTOR WAS OUR CHARTER CARRIER'S OVERSEAS RULES DO NOT PROVIDE FOR REST. THE ONLY LIMITATION WE ARE SUBJECT TO IS THE 12 HR MAX IN 24 HR. WE SHOWED FOR DUTY IN CHS AT XA30Z ON FEB/THU/02, OPERATED TO ATL, SPENT 3 HRS ON GND AND OPERATED TO EDDF. UPON ARR AT HOTEL, WE HAD 7 HRS UNTIL SHOW-UP FOR NEXT DUTY. ACTUAL TIME SLEEPING FOR FLT DECK CREW WAS BTWN 4-5 HRS. WE THEN OPERATED EDDF/BGR/ATL. WE ALSO HAD A 3 HR GND TIME IN BGR. ENRTE FROM BGR TO ATL WE WERE EXHAUSTED. WE LANDED IN ATL AT XA20Z FEB/SAT/02. THAT'S 5 HRS SLEEP DURING A 40 HR 50 MIN PERIOD. HAD I REALIZED JUST HOW BEAT WE WERE IN BGR I WOULD HAVE CANCELED THE BGR TO ATL PORTION. UNFORTUNATELY, WE DID NOT NOTICE OUR LOSS OF ABILITY UNTIL AFTER TKOF. THIS INCIDENT WAS DIRECTLY RELATED TO FATIGUE. INTL LONG HAUL FLTS SHOULD PROVIDE FOR A MINIMUM IN HOTEL REST OF AT LEAST 10 HRS.

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.