Narrative:

The day began with an XA55 show time after a normal rest period at ZZZ1. Before arriving at the airport; there was discussion between the captain and myself over if we were even legal to depart because of the light freezing rain that the ASOS was reporting. After discussion between dispatch and the captain and then the captain and myself; a decision was reached that we could depart with light freezing rain. We did note; however; that if the light freezing rain increased in intensity to freezing rain; we would be unable to depart due to a lack of holdover times for that intensity of precipitation. Upon reaching the aircraft; we found that all surfaces were covered in 1/4 inch of ice. At this point; the ATIS was still calling light freezing rain and continued to as the captain and I finished our preflight checks and prepared to push back from the gate. Before we could push; however; the jetbridge had to be forcibly pulled away from the aircraft by tugs because it had frozen itself to the ramp. After pushing and taxiing out to the end of runway 7 in continuous light freezing rain; we prepared to be deiced with type 1 and type 4 fluid. The ramp crew advised us that they would use type 1 on one side of the aircraft then apply type 4 to the same side before starting on the opposite. After discussing this option; the captain and I asked the deice crew if they could use type 1 on the whole plane first before applying type 4 to ensure an accurate holdover time for the application of type 4 fluid in light freezing rain. They said they could do that but were afraid that one side would freeze up before they had a chance to deice the whole aircraft. We noted their concern but asked them to proceed with applying type 1 then type 4 to the aircraft. The deice crew then spent a good 20 mins attempting to rid just one side of the plane of ice. After starting on the opposite side; they communicated to us that; as feared; the first application of type 1 was freezing before the entire plane could be rid of ice. They went back and forth trying to get rid of the ice on both sides before the opposite could freeze to no avail. By this point we had been away from the gate for about 45 mins noting with concern that the intensity of the freezing rain seemed to be increasing; but the reporting ATIS still maintained it was only light freezing rain in the area. We asked the tower if there was any change in intensity of the rain; and they said they were still detecting only light freezing rain. We also took note of our possible need for more fuel if we did not get deiced in a timely fashion. We asked operations if there was perhaps another deice truck that could be used to speed up the process of our deicing so that one truck could work on each side; shortening the opportunity for the rain to freeze to our wings. At the same time we asked for the fuel truck to be sent out to top us off. Both the extra deice truck and fuel truck arrived at the same time and we shut down both engines to refuel; then restarted and began to get type 1 fluid from both trucks. Just as we were about to receive our type 4 coat; we checked the ATIS and; to our dismay; found that we were now in a freezing rain condition and were no longer permitted to depart. We returned to the gate to wait out the WX. We had been on the ramp for approximately 2 hours. The crew then sat for 2 hours trying to determine when and if we could depart. During this 2 hours; dispatch attempted to convince the captain that we could depart using the taf which said it was light freezing rain. I feel the captain made the correct decision not to attempt to leave because the metar as well as the ATIS was calling for freezing rain. Dispatch respected the captain's decision and later called to apologize for trying to release us in such conditions. After the rain subsided; we boarded up; deiced; and left for ZZZ2. Prior to departing; the captain and I discussed that we were starting to feel tired but were ok to make it to ZZZ2 and would evaluate how we felt when we arrived. When we could get the ATIS at ZZZ2 we discoveredthat it was calling for 1/4 mi and mist with 100 ft ceilings. We began to hold for about 1 hour then proceeded to our alternate of ZZZ3 which was calling 4 mi and fog 500 ft overcast. While shooting the ILS; I could feel my energy level slipping under the weight of a day full of new situations critical to flight and unexpected obstacles that the captain and I overcame. After parking at ZZZ3; the captain and I both agreed that due to our current energy level it would not be safe for us to continue on another flight. I was hesitant to express this to the company directly because I am still on probationary status and feared action might be taken against me. The captain volunteered to call in for us both. After his conversation with scheduling; he told me that they would not let him call in fatigued for me; and that I would have to call them. I cannot remember who I first talked to; but it was a female and the conversation went something like this: me: hi...name and employee number.... Scheduling: hi; what's up? Me: just wondering what you guys have planned for me the rest of the night? Scheduling: you're doing ZZZ3; ZZZ4; ZZZ5; ZZZ6; ZZZ7. Me: yeah; I don't think I'm going to be able to do that; I'm going to need to call in fatigued. Scheduling (with a more annoyed tone) hold on.... I then stayed on hold for about 5 mins or so before hanging up because I needed to assist with securing the aircraft. I called back and got a different scheduler. She said after I gave her my name and employee number and asked her what it showed on the schedule for me that I was done for the night but still was on for a pairing that started the next day. I said 'ok; thank you' and hung up. Not 10 seconds later; another scheduler calls me. That conversation went something like this: me: hi; what's up? Scheduling: you're calling in fatigued? Me: yes I am. Scheduling: ok; you're going to need to talk to your chief pilot. Me: ok. Scheduling: I'll try and connect you. (I am then on hold for approximately 5 mins.) scheduling: ok; I couldn't get your assistant chief on the line but I left a message explaining the situation. Me: ok...why is it such a problem that I called in fatigued? Scheduling: you don't have to be so cocky. Me: I'm not trying to be cocky. Scheduling: well it sounds like you are. Me: I'm sorry if it sounds that way; I'm just trying to figure out what the problem is with me needing to call in fatigued. Scheduling: there's no problem; I just need to follow procedures for calling in fatigued and call your chief pilot. Me: ok...well what did you say in the message? Scheduling: I just explained the situation and said that you and your captain called in fatigued. Me: ok; well do I need to call anyone and tell them my side of the story? Scheduling: you can if you want; but you don't have to. Me: ok...well can I have your name again please? Scheduling: it's abc. Me: ok thank you. I felt that a day of unfamiliar critical situations drained me mentally and physically. Because of this; I decided that it was in the best interests of the passenger; the rest of the crew and the overall safety of flight that I not fly the rest of the evening. I also felt that scheduling tried to pressure me into flying beyond my personal limitations by taking advantage of my probationary status; and threatening me with a conversation with the chief and/or assistant chief pilots about my decision. It is my hope that this report will bring to light the safety concern associated with pressuring pilots to take flts that they are not comfortable taking due to fatigue. Supplemental information from acn 765428: once on the ground; the first officer expressed his concerns about continuing. He said that he did not feel safe enough to continue. I agreed that I did not feel safe either. He also said that he was worried about calling fatigued because he was still on probation. I told him that I would call for us. I called scheduling. The following is the conversation as best as I can remember: me: 'hello this is xx; employee number xx.' scheduling: 'hello; how are you?' me:'tired.' scheduling: 'oh?' me: 'yeah; it's been a rough day...what's the company's intention for us tonight?' scheduling: 'what do you mean? You are going to finish the rest of your trip.' me: 'what time do you show that getting finished?' scheduling: 'I don't know; they haven't updated it yet.' me: 'I don't think we are going to be able to finish that. I am fatigued.' scheduling: 'just you; or the entire crew?' me: 'I believe that they feel the same as me.' scheduling: 'how can you be fatigued when you reported at XA55 and only did 1 leg with a diversion to ZZZ3?' me: 'we have been dealing with ice and...why do I feel like I am being harassed for calling fatigued?' scheduling: 'I am not harassing you; I just need to know what to tell your chief pilot.' scheduling: 'I am going to show you as being done; your crew will have to call.' when the flight attendant called to see what they were going to do with her; someone told her 'if you want to get mad at someone; get mad at your crew. They just called in fatigued.' this is a dangerous trend which must be remedied. I feel that this is a major safety issue. I don't care if we were on duty for 5 mins. The phrase 'I am fatigued' should end the conversation. A crew should not have to feel like they don't want to call fatigued because they might be harassed or because they are on probation and fear being fired. I have to commend my first officer for expressing his concerns and sticking to his decision.

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Original NASA ASRS Text

Title: AN EMB145 CREW REPORTS AN EXTENSIVE DEICE DELAY IN FREEZING RAIN AT THE DEP ARPT AND A DIVERSION TO AN ALTERNATE AFTER HOLDING FOR THE DEST ARPT THAT FINALLY CLOSED. THE CREW CALLED IN FATIGUED.

Narrative: THE DAY BEGAN WITH AN XA55 SHOW TIME AFTER A NORMAL REST PERIOD AT ZZZ1. BEFORE ARRIVING AT THE ARPT; THERE WAS DISCUSSION BTWN THE CAPT AND MYSELF OVER IF WE WERE EVEN LEGAL TO DEPART BECAUSE OF THE LIGHT FREEZING RAIN THAT THE ASOS WAS RPTING. AFTER DISCUSSION BTWN DISPATCH AND THE CAPT AND THEN THE CAPT AND MYSELF; A DECISION WAS REACHED THAT WE COULD DEPART WITH LIGHT FREEZING RAIN. WE DID NOTE; HOWEVER; THAT IF THE LIGHT FREEZING RAIN INCREASED IN INTENSITY TO FREEZING RAIN; WE WOULD BE UNABLE TO DEPART DUE TO A LACK OF HOLDOVER TIMES FOR THAT INTENSITY OF PRECIP. UPON REACHING THE ACFT; WE FOUND THAT ALL SURFACES WERE COVERED IN 1/4 INCH OF ICE. AT THIS POINT; THE ATIS WAS STILL CALLING LIGHT FREEZING RAIN AND CONTINUED TO AS THE CAPT AND I FINISHED OUR PREFLT CHKS AND PREPARED TO PUSH BACK FROM THE GATE. BEFORE WE COULD PUSH; HOWEVER; THE JETBRIDGE HAD TO BE FORCIBLY PULLED AWAY FROM THE ACFT BY TUGS BECAUSE IT HAD FROZEN ITSELF TO THE RAMP. AFTER PUSHING AND TAXIING OUT TO THE END OF RWY 7 IN CONTINUOUS LIGHT FREEZING RAIN; WE PREPARED TO BE DEICED WITH TYPE 1 AND TYPE 4 FLUID. THE RAMP CREW ADVISED US THAT THEY WOULD USE TYPE 1 ON ONE SIDE OF THE ACFT THEN APPLY TYPE 4 TO THE SAME SIDE BEFORE STARTING ON THE OPPOSITE. AFTER DISCUSSING THIS OPTION; THE CAPT AND I ASKED THE DEICE CREW IF THEY COULD USE TYPE 1 ON THE WHOLE PLANE FIRST BEFORE APPLYING TYPE 4 TO ENSURE AN ACCURATE HOLDOVER TIME FOR THE APPLICATION OF TYPE 4 FLUID IN LIGHT FREEZING RAIN. THEY SAID THEY COULD DO THAT BUT WERE AFRAID THAT ONE SIDE WOULD FREEZE UP BEFORE THEY HAD A CHANCE TO DEICE THE WHOLE ACFT. WE NOTED THEIR CONCERN BUT ASKED THEM TO PROCEED WITH APPLYING TYPE 1 THEN TYPE 4 TO THE ACFT. THE DEICE CREW THEN SPENT A GOOD 20 MINS ATTEMPTING TO RID JUST ONE SIDE OF THE PLANE OF ICE. AFTER STARTING ON THE OPPOSITE SIDE; THEY COMMUNICATED TO US THAT; AS FEARED; THE FIRST APPLICATION OF TYPE 1 WAS FREEZING BEFORE THE ENTIRE PLANE COULD BE RID OF ICE. THEY WENT BACK AND FORTH TRYING TO GET RID OF THE ICE ON BOTH SIDES BEFORE THE OPPOSITE COULD FREEZE TO NO AVAIL. BY THIS POINT WE HAD BEEN AWAY FROM THE GATE FOR ABOUT 45 MINS NOTING WITH CONCERN THAT THE INTENSITY OF THE FREEZING RAIN SEEMED TO BE INCREASING; BUT THE RPTING ATIS STILL MAINTAINED IT WAS ONLY LIGHT FREEZING RAIN IN THE AREA. WE ASKED THE TWR IF THERE WAS ANY CHANGE IN INTENSITY OF THE RAIN; AND THEY SAID THEY WERE STILL DETECTING ONLY LIGHT FREEZING RAIN. WE ALSO TOOK NOTE OF OUR POSSIBLE NEED FOR MORE FUEL IF WE DID NOT GET DEICED IN A TIMELY FASHION. WE ASKED OPS IF THERE WAS PERHAPS ANOTHER DEICE TRUCK THAT COULD BE USED TO SPD UP THE PROCESS OF OUR DEICING SO THAT ONE TRUCK COULD WORK ON EACH SIDE; SHORTENING THE OPPORTUNITY FOR THE RAIN TO FREEZE TO OUR WINGS. AT THE SAME TIME WE ASKED FOR THE FUEL TRUCK TO BE SENT OUT TO TOP US OFF. BOTH THE EXTRA DEICE TRUCK AND FUEL TRUCK ARRIVED AT THE SAME TIME AND WE SHUT DOWN BOTH ENGS TO REFUEL; THEN RESTARTED AND BEGAN TO GET TYPE 1 FLUID FROM BOTH TRUCKS. JUST AS WE WERE ABOUT TO RECEIVE OUR TYPE 4 COAT; WE CHKED THE ATIS AND; TO OUR DISMAY; FOUND THAT WE WERE NOW IN A FREEZING RAIN CONDITION AND WERE NO LONGER PERMITTED TO DEPART. WE RETURNED TO THE GATE TO WAIT OUT THE WX. WE HAD BEEN ON THE RAMP FOR APPROX 2 HRS. THE CREW THEN SAT FOR 2 HRS TRYING TO DETERMINE WHEN AND IF WE COULD DEPART. DURING THIS 2 HRS; DISPATCH ATTEMPTED TO CONVINCE THE CAPT THAT WE COULD DEPART USING THE TAF WHICH SAID IT WAS LIGHT FREEZING RAIN. I FEEL THE CAPT MADE THE CORRECT DECISION NOT TO ATTEMPT TO LEAVE BECAUSE THE METAR AS WELL AS THE ATIS WAS CALLING FOR FREEZING RAIN. DISPATCH RESPECTED THE CAPT'S DECISION AND LATER CALLED TO APOLOGIZE FOR TRYING TO RELEASE US IN SUCH CONDITIONS. AFTER THE RAIN SUBSIDED; WE BOARDED UP; DEICED; AND LEFT FOR ZZZ2. PRIOR TO DEPARTING; THE CAPT AND I DISCUSSED THAT WE WERE STARTING TO FEEL TIRED BUT WERE OK TO MAKE IT TO ZZZ2 AND WOULD EVALUATE HOW WE FELT WHEN WE ARRIVED. WHEN WE COULD GET THE ATIS AT ZZZ2 WE DISCOVEREDTHAT IT WAS CALLING FOR 1/4 MI AND MIST WITH 100 FT CEILINGS. WE BEGAN TO HOLD FOR ABOUT 1 HR THEN PROCEEDED TO OUR ALTERNATE OF ZZZ3 WHICH WAS CALLING 4 MI AND FOG 500 FT OVCST. WHILE SHOOTING THE ILS; I COULD FEEL MY ENERGY LEVEL SLIPPING UNDER THE WT OF A DAY FULL OF NEW SITUATIONS CRITICAL TO FLT AND UNEXPECTED OBSTACLES THAT THE CAPT AND I OVERCAME. AFTER PARKING AT ZZZ3; THE CAPT AND I BOTH AGREED THAT DUE TO OUR CURRENT ENERGY LEVEL IT WOULD NOT BE SAFE FOR US TO CONTINUE ON ANOTHER FLT. I WAS HESITANT TO EXPRESS THIS TO THE COMPANY DIRECTLY BECAUSE I AM STILL ON PROBATIONARY STATUS AND FEARED ACTION MIGHT BE TAKEN AGAINST ME. THE CAPT VOLUNTEERED TO CALL IN FOR US BOTH. AFTER HIS CONVERSATION WITH SCHEDULING; HE TOLD ME THAT THEY WOULD NOT LET HIM CALL IN FATIGUED FOR ME; AND THAT I WOULD HAVE TO CALL THEM. I CANNOT REMEMBER WHO I FIRST TALKED TO; BUT IT WAS A FEMALE AND THE CONVERSATION WENT SOMETHING LIKE THIS: ME: HI...NAME AND EMPLOYEE NUMBER.... SCHEDULING: HI; WHAT'S UP? ME: JUST WONDERING WHAT YOU GUYS HAVE PLANNED FOR ME THE REST OF THE NIGHT? SCHEDULING: YOU'RE DOING ZZZ3; ZZZ4; ZZZ5; ZZZ6; ZZZ7. ME: YEAH; I DON'T THINK I'M GOING TO BE ABLE TO DO THAT; I'M GOING TO NEED TO CALL IN FATIGUED. SCHEDULING (WITH A MORE ANNOYED TONE) HOLD ON.... I THEN STAYED ON HOLD FOR ABOUT 5 MINS OR SO BEFORE HANGING UP BECAUSE I NEEDED TO ASSIST WITH SECURING THE ACFT. I CALLED BACK AND GOT A DIFFERENT SCHEDULER. SHE SAID AFTER I GAVE HER MY NAME AND EMPLOYEE NUMBER AND ASKED HER WHAT IT SHOWED ON THE SCHEDULE FOR ME THAT I WAS DONE FOR THE NIGHT BUT STILL WAS ON FOR A PAIRING THAT STARTED THE NEXT DAY. I SAID 'OK; THANK YOU' AND HUNG UP. NOT 10 SECONDS LATER; ANOTHER SCHEDULER CALLS ME. THAT CONVERSATION WENT SOMETHING LIKE THIS: ME: HI; WHAT'S UP? SCHEDULING: YOU'RE CALLING IN FATIGUED? ME: YES I AM. SCHEDULING: OK; YOU'RE GOING TO NEED TO TALK TO YOUR CHIEF PLT. ME: OK. SCHEDULING: I'LL TRY AND CONNECT YOU. (I AM THEN ON HOLD FOR APPROX 5 MINS.) SCHEDULING: OK; I COULDN'T GET YOUR ASSISTANT CHIEF ON THE LINE BUT I LEFT A MESSAGE EXPLAINING THE SITUATION. ME: OK...WHY IS IT SUCH A PROB THAT I CALLED IN FATIGUED? SCHEDULING: YOU DON'T HAVE TO BE SO COCKY. ME: I'M NOT TRYING TO BE COCKY. SCHEDULING: WELL IT SOUNDS LIKE YOU ARE. ME: I'M SORRY IF IT SOUNDS THAT WAY; I'M JUST TRYING TO FIGURE OUT WHAT THE PROB IS WITH ME NEEDING TO CALL IN FATIGUED. SCHEDULING: THERE'S NO PROB; I JUST NEED TO FOLLOW PROCS FOR CALLING IN FATIGUED AND CALL YOUR CHIEF PLT. ME: OK...WELL WHAT DID YOU SAY IN THE MESSAGE? SCHEDULING: I JUST EXPLAINED THE SITUATION AND SAID THAT YOU AND YOUR CAPT CALLED IN FATIGUED. ME: OK; WELL DO I NEED TO CALL ANYONE AND TELL THEM MY SIDE OF THE STORY? SCHEDULING: YOU CAN IF YOU WANT; BUT YOU DON'T HAVE TO. ME: OK...WELL CAN I HAVE YOUR NAME AGAIN PLEASE? SCHEDULING: IT'S ABC. ME: OK THANK YOU. I FELT THAT A DAY OF UNFAMILIAR CRITICAL SITUATIONS DRAINED ME MENTALLY AND PHYSICALLY. BECAUSE OF THIS; I DECIDED THAT IT WAS IN THE BEST INTERESTS OF THE PAX; THE REST OF THE CREW AND THE OVERALL SAFETY OF FLT THAT I NOT FLY THE REST OF THE EVENING. I ALSO FELT THAT SCHEDULING TRIED TO PRESSURE ME INTO FLYING BEYOND MY PERSONAL LIMITATIONS BY TAKING ADVANTAGE OF MY PROBATIONARY STATUS; AND THREATENING ME WITH A CONVERSATION WITH THE CHIEF AND/OR ASSISTANT CHIEF PLTS ABOUT MY DECISION. IT IS MY HOPE THAT THIS RPT WILL BRING TO LIGHT THE SAFETY CONCERN ASSOCIATED WITH PRESSURING PLTS TO TAKE FLTS THAT THEY ARE NOT COMFORTABLE TAKING DUE TO FATIGUE. SUPPLEMENTAL INFO FROM ACN 765428: ONCE ON THE GND; THE FO EXPRESSED HIS CONCERNS ABOUT CONTINUING. HE SAID THAT HE DID NOT FEEL SAFE ENOUGH TO CONTINUE. I AGREED THAT I DID NOT FEEL SAFE EITHER. HE ALSO SAID THAT HE WAS WORRIED ABOUT CALLING FATIGUED BECAUSE HE WAS STILL ON PROBATION. I TOLD HIM THAT I WOULD CALL FOR US. I CALLED SCHEDULING. THE FOLLOWING IS THE CONVERSATION AS BEST AS I CAN REMEMBER: ME: 'HELLO THIS IS XX; EMPLOYEE NUMBER XX.' SCHEDULING: 'HELLO; HOW ARE YOU?' ME:'TIRED.' SCHEDULING: 'OH?' ME: 'YEAH; IT'S BEEN A ROUGH DAY...WHAT'S THE COMPANY'S INTENTION FOR US TONIGHT?' SCHEDULING: 'WHAT DO YOU MEAN? YOU ARE GOING TO FINISH THE REST OF YOUR TRIP.' ME: 'WHAT TIME DO YOU SHOW THAT GETTING FINISHED?' SCHEDULING: 'I DON'T KNOW; THEY HAVEN'T UPDATED IT YET.' ME: 'I DON'T THINK WE ARE GOING TO BE ABLE TO FINISH THAT. I AM FATIGUED.' SCHEDULING: 'JUST YOU; OR THE ENTIRE CREW?' ME: 'I BELIEVE THAT THEY FEEL THE SAME AS ME.' SCHEDULING: 'HOW CAN YOU BE FATIGUED WHEN YOU RPTED AT XA55 AND ONLY DID 1 LEG WITH A DIVERSION TO ZZZ3?' ME: 'WE HAVE BEEN DEALING WITH ICE AND...WHY DO I FEEL LIKE I AM BEING HARASSED FOR CALLING FATIGUED?' SCHEDULING: 'I AM NOT HARASSING YOU; I JUST NEED TO KNOW WHAT TO TELL YOUR CHIEF PLT.' SCHEDULING: 'I AM GOING TO SHOW YOU AS BEING DONE; YOUR CREW WILL HAVE TO CALL.' WHEN THE FLT ATTENDANT CALLED TO SEE WHAT THEY WERE GOING TO DO WITH HER; SOMEONE TOLD HER 'IF YOU WANT TO GET MAD AT SOMEONE; GET MAD AT YOUR CREW. THEY JUST CALLED IN FATIGUED.' THIS IS A DANGEROUS TREND WHICH MUST BE REMEDIED. I FEEL THAT THIS IS A MAJOR SAFETY ISSUE. I DON'T CARE IF WE WERE ON DUTY FOR 5 MINS. THE PHRASE 'I AM FATIGUED' SHOULD END THE CONVERSATION. A CREW SHOULD NOT HAVE TO FEEL LIKE THEY DON'T WANT TO CALL FATIGUED BECAUSE THEY MIGHT BE HARASSED OR BECAUSE THEY ARE ON PROBATION AND FEAR BEING FIRED. I HAVE TO COMMEND MY FO FOR EXPRESSING HIS CONCERNS AND STICKING TO HIS DECISION.

Data retrieved from NASA's ASRS site as of January 2009 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.