Narrative:

Day 2 of a 4-DAY trip. During the last flight of the day/duty period (leg 3); it again became apparent I was not performing at a level I should be. By the end of the leg; it was very apparent I was fatigued. Missing radio calls; having problems accomplishing checklists; etc. This was the second day in a row. I was obviously fatigued by the end of the duty day. This day; we exceeded 8 hours actual flight time; again. (Day 1 was also a long day.) today; there were minimum turns between legs and I even took an extra (unscheduled) 30 mins to go into ZZZ operations to eat and flight plan. I had incorrectly thought this would provide enough of a 're-charge' to carry me through the next leg of the flight. By the end of the last leg; I can see the brief 're-charge' was not enough. This duty day; coupled with the fact I may not have adequately re-rested after my fatigue from yesterday; resulted in my not being at a level I expect myself to be at during a flight. We fly with stabilized approach criteria; as limits; not targets. The company buffers the bidding system on certain scheduling criteria to avoid scheduling issues. Why do we continue to build flying trips at the maximum far duty limits (scheduled back-to-back 7 hours 58 mins/7 hours 56 mins flight time duty periods). I do not feel I have the training to correctly identify red flags for fatigue; as they are developing. I can usually identify fatigue after the fact; but not always as it's occurring or as it is about to occur. This flight was operated in a normal environment with no incidents. However; I certainly became fatigued during the flight.

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Original NASA ASRS Text

Title: AN A320 PILOT RPTS FATIGUE ON THE SECOND DAY OF A FOUR-DAY TRIP. FLYING WAS SCHEDULED AT THE FAR FLT TIME LIMITS OF 7:58 ON DAY ONE AND 7:56 ON DAY TWO.

Narrative: DAY 2 OF A 4-DAY TRIP. DURING THE LAST FLT OF THE DAY/DUTY PERIOD (LEG 3); IT AGAIN BECAME APPARENT I WAS NOT PERFORMING AT A LEVEL I SHOULD BE. BY THE END OF THE LEG; IT WAS VERY APPARENT I WAS FATIGUED. MISSING RADIO CALLS; HAVING PROBS ACCOMPLISHING CHKLISTS; ETC. THIS WAS THE SECOND DAY IN A ROW. I WAS OBVIOUSLY FATIGUED BY THE END OF THE DUTY DAY. THIS DAY; WE EXCEEDED 8 HRS ACTUAL FLT TIME; AGAIN. (DAY 1 WAS ALSO A LONG DAY.) TODAY; THERE WERE MINIMUM TURNS BTWN LEGS AND I EVEN TOOK AN EXTRA (UNSCHEDULED) 30 MINS TO GO INTO ZZZ OPS TO EAT AND FLT PLAN. I HAD INCORRECTLY THOUGHT THIS WOULD PROVIDE ENOUGH OF A 'RE-CHARGE' TO CARRY ME THROUGH THE NEXT LEG OF THE FLT. BY THE END OF THE LAST LEG; I CAN SEE THE BRIEF 'RE-CHARGE' WAS NOT ENOUGH. THIS DUTY DAY; COUPLED WITH THE FACT I MAY NOT HAVE ADEQUATELY RE-RESTED AFTER MY FATIGUE FROM YESTERDAY; RESULTED IN MY NOT BEING AT A LEVEL I EXPECT MYSELF TO BE AT DURING A FLT. WE FLY WITH STABILIZED APCH CRITERIA; AS LIMITS; NOT TARGETS. THE COMPANY BUFFERS THE BIDDING SYS ON CERTAIN SCHEDULING CRITERIA TO AVOID SCHEDULING ISSUES. WHY DO WE CONTINUE TO BUILD FLYING TRIPS AT THE MAX FAR DUTY LIMITS (SCHEDULED BACK-TO-BACK 7 HRS 58 MINS/7 HRS 56 MINS FLT TIME DUTY PERIODS). I DO NOT FEEL I HAVE THE TRAINING TO CORRECTLY IDENT RED FLAGS FOR FATIGUE; AS THEY ARE DEVELOPING. I CAN USUALLY IDENT FATIGUE AFTER THE FACT; BUT NOT ALWAYS AS IT'S OCCURRING OR AS IT IS ABOUT TO OCCUR. THIS FLT WAS OPERATED IN A NORMAL ENVIRONMENT WITH NO INCIDENTS. HOWEVER; I CERTAINLY BECAME FATIGUED DURING THE FLT.

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