Narrative:

I believe that the lack of adequate rest was a significant contributing factor in the events that unfolded today. Therefore this report starts with the details surrounding the overnight the preceding day. Upon arrival at the airport; the van driver told us that we were going to be staying at a different hotel than expected. The hotel had 12 basketball teams staying in it. Within minutes of arrival; and realizing it was going to be noisy; I called the front desk inquiring as to the reason for the noise and what they would do about it. I tried to take a nap; and was unable to do so because of the noise in the hallway. I left the hotel for a walk; came back; and it was still noisy. Again I called the front desk; and was told that there were no other rooms available. After trying to sleep with no luck I made two more calls to the front desk; they finally found me another room after 11 O'clock at night. Earlier that afternoon; I had called another hotel; and asked for rooms there for the night. They were full and said there were no rooms available. I called my first officer about the noise; he told me that he could hear it over his ipod; and that he would be willing to move if I could find us rooms. Backing up; I had called scheduling ahead of all this; informing them of the noise; and that I might be tired in the morning. At my best estimate I might have gotten 3 hours of sleep all said and done. I met the rest of my crew in the morning and we all discussed how tired we were due to the noise in the hotel and lack of rest. I still felt tired on the first flight to ZZZ2; and the next flight to ZZZ. Things ran as normal but unfortunately we did have a hot aircraft; which did not help. We ended up taxiing out to runway 31; after being given position and hold; tower cleared us for takeoff with the stipulation to keep the previous departure in sight. We ended up doing a rolling takeoff; and managed to hit the preceding airbus 319's wake right after rotation. This caused a significant distraction in the cockpit; and I can't recall if my first officer said positive rate or not; if I said gear up or not; or we both just missed it. We turned to the 340 heading after takeoff and the rest of the calls were as normal. During climb out and cruise I noticed abnormally low aircraft performance; but attributed it to isa+15 conditions. As tired as I was; I didn't even begin to think about the gear being down. The climb out was steep in an effort to get a turn on course; and once at cruise speed was noticed to be no more than 160 KIAS at 14000 ft. Again; I just thought it was the high temperatures that were causing the low performance. We didn't notice that the gear was down until I said 'gear down' on approach into ZZZ. We had a short turn in ZZZ2 and discussed if we thought we exceeded any limitations and we decided that we didn't therefore I elected to continue back to ZZZ1. We turned the airplane in ZZZ2; departed for ZZZ1; and the entire flight I was struggling to stay focused. I started to think about the speed limitations and recall noting the speed in climb and cruise being within limitations but I then started thinking about the descent phase and could not remember the indicated speed as we got to a lower altitude. I never recalled the speed over 172 but I started to think about the aircraft's performance in a descent realized there was a distinct possibility it might have been exceeded in the descent. It was at that point I knew I had to contact maintenance upon arrival in ZZZ1. When I look back on the event I realize I should have informed scheduling first thing in the morning we needed additional rest. But; I try to make things work when I can. With the state of the airline industry the way it is and with performance being such a huge factor in who survives and doesn't in this industry I made a poor decision to serve our passenger instead of listening to and attending to my physical need for rest and my crews.supplemental information from acn 795371: on a right base for runway 33R in ZZZ2; captain called for gear down; I reached for the handle and saw it was down already. We both looked at each other in disbelief; but we were on short final and were occupied with that for the moment. Extremely short turn in ZZZ2 as we were late arriving. We discussed if any limitations were exceeded or not during flight with the gear down; and decided that they were not. After gate arrival in ZZZ; I felt a chain of errors was developing that could lead to an accident and was relieved the captain decided to put a stop to the day and declare what had happened. Being fatigued and distracted on takeoff was no excuse for lack of my checklist discipline.

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Original NASA ASRS Text

Title: A DASH 8 FLT CREW RPTED THAT AFTER A POOR NIGHT'S SLEEP IN A NOISY HOTEL THEY INADVERTENTLY FLEW A ONE HOUR LEG WITH THE GEAR DOWN.

Narrative: I BELIEVE THAT THE LACK OF ADEQUATE REST WAS A SIGNIFICANT CONTRIBUTING FACTOR IN THE EVENTS THAT UNFOLDED TODAY. THEREFORE THIS RPT STARTS WITH THE DETAILS SURROUNDING THE OVERNIGHT THE PRECEDING DAY. UPON ARR AT THE ARPT; THE VAN DRIVER TOLD US THAT WE WERE GOING TO BE STAYING AT A DIFFERENT HOTEL THAN EXPECTED. THE HOTEL HAD 12 BASKETBALL TEAMS STAYING IN IT. WITHIN MINUTES OF ARR; AND REALIZING IT WAS GOING TO BE NOISY; I CALLED THE FRONT DESK INQUIRING AS TO THE REASON FOR THE NOISE AND WHAT THEY WOULD DO ABOUT IT. I TRIED TO TAKE A NAP; AND WAS UNABLE TO DO SO BECAUSE OF THE NOISE IN THE HALLWAY. I LEFT THE HOTEL FOR A WALK; CAME BACK; AND IT WAS STILL NOISY. AGAIN I CALLED THE FRONT DESK; AND WAS TOLD THAT THERE WERE NO OTHER ROOMS AVAILABLE. AFTER TRYING TO SLEEP WITH NO LUCK I MADE TWO MORE CALLS TO THE FRONT DESK; THEY FINALLY FOUND ME ANOTHER ROOM AFTER 11 O'CLOCK AT NIGHT. EARLIER THAT AFTERNOON; I HAD CALLED ANOTHER HOTEL; AND ASKED FOR ROOMS THERE FOR THE NIGHT. THEY WERE FULL AND SAID THERE WERE NO ROOMS AVAILABLE. I CALLED MY FO ABOUT THE NOISE; HE TOLD ME THAT HE COULD HEAR IT OVER HIS IPOD; AND THAT HE WOULD BE WILLING TO MOVE IF I COULD FIND US ROOMS. BACKING UP; I HAD CALLED SCHEDULING AHEAD OF ALL THIS; INFORMING THEM OF THE NOISE; AND THAT I MIGHT BE TIRED IN THE MORNING. AT MY BEST ESTIMATE I MIGHT HAVE GOTTEN 3 HOURS OF SLEEP ALL SAID AND DONE. I MET THE REST OF MY CREW IN THE MORNING AND WE ALL DISCUSSED HOW TIRED WE WERE DUE TO THE NOISE IN THE HOTEL AND LACK OF REST. I STILL FELT TIRED ON THE FIRST FLIGHT TO ZZZ2; AND THE NEXT FLIGHT TO ZZZ. THINGS RAN AS NORMAL BUT UNFORTUNATELY WE DID HAVE A HOT ACFT; WHICH DID NOT HELP. WE ENDED UP TAXIING OUT TO RWY 31; AFTER BEING GIVEN POSITION AND HOLD; TOWER CLEARED US FOR TAKEOFF WITH THE STIPULATION TO KEEP THE PREVIOUS DEP IN SIGHT. WE ENDED UP DOING A ROLLING TAKEOFF; AND MANAGED TO HIT THE PRECEDING AIRBUS 319'S WAKE RIGHT AFTER ROTATION. THIS CAUSED A SIGNIFICANT DISTRACTION IN THE COCKPIT; AND I CAN'T RECALL IF MY FO SAID POSITIVE RATE OR NOT; IF I SAID GEAR UP OR NOT; OR WE BOTH JUST MISSED IT. WE TURNED TO THE 340 HEADING AFTER TAKEOFF AND THE REST OF THE CALLS WERE AS NORMAL. DURING CLBOUT AND CRUISE I NOTICED ABNORMALLY LOW ACFT PERFORMANCE; BUT ATTRIBUTED IT TO ISA+15 CONDITIONS. AS TIRED AS I WAS; I DIDN'T EVEN BEGIN TO THINK ABOUT THE GEAR BEING DOWN. THE CLBOUT WAS STEEP IN AN EFFORT TO GET A TURN ON COURSE; AND ONCE AT CRUISE SPEED WAS NOTICED TO BE NO MORE THAN 160 KIAS AT 14000 FT. AGAIN; I JUST THOUGHT IT WAS THE HIGH TEMPERATURES THAT WERE CAUSING THE LOW PERFORMANCE. WE DIDN'T NOTICE THAT THE GEAR WAS DOWN UNTIL I SAID 'GEAR DOWN' ON APCH INTO ZZZ. WE HAD A SHORT TURN IN ZZZ2 AND DISCUSSED IF WE THOUGHT WE EXCEEDED ANY LIMITATIONS AND WE DECIDED THAT WE DIDN'T THEREFORE I ELECTED TO CONTINUE BACK TO ZZZ1. WE TURNED THE AIRPLANE IN ZZZ2; DEPARTED FOR ZZZ1; AND THE ENTIRE FLT I WAS STRUGGLING TO STAY FOCUSED. I STARTED TO THINK ABOUT THE SPEED LIMITATIONS AND RECALL NOTING THE SPEED IN CLB AND CRUISE BEING WITHIN LIMITATIONS BUT I THEN STARTED THINKING ABOUT THE DSCNT PHASE AND COULD NOT REMEMBER THE INDICATED SPEED AS WE GOT TO A LOWER ALTITUDE. I NEVER RECALLED THE SPEED OVER 172 BUT I STARTED TO THINK ABOUT THE ACFT'S PERFORMANCE IN A DSCNT REALIZED THERE WAS A DISTINCT POSSIBILITY IT MIGHT HAVE BEEN EXCEEDED IN THE DSCNT. IT WAS AT THAT POINT I KNEW I HAD TO CONTACT MAINT UPON ARR IN ZZZ1. WHEN I LOOK BACK ON THE EVENT I REALIZE I SHOULD HAVE INFORMED SCHEDULING FIRST THING IN THE MORNING WE NEEDED ADDITIONAL REST. BUT; I TRY TO MAKE THINGS WORK WHEN I CAN. WITH THE STATE OF THE AIRLINE INDUSTRY THE WAY IT IS AND WITH PERFORMANCE BEING SUCH A HUGE FACTOR IN WHO SURVIVES AND DOESN'T IN THIS INDUSTRY I MADE A POOR DECISION TO SERVE OUR PAX INSTEAD OF LISTENING TO AND ATTENDING TO MY PHYSICAL NEED FOR REST AND MY CREWS.SUPPLEMENTAL INFO FROM ACN 795371: ON A RIGHT BASE FOR RWY 33R IN ZZZ2; CAPT CALLED FOR GEAR DOWN; I REACHED FOR THE HANDLE AND SAW IT WAS DOWN ALREADY. WE BOTH LOOKED AT EACH OTHER IN DISBELIEF; BUT WE WERE ON SHORT FINAL AND WERE OCCUPIED WITH THAT FOR THE MOMENT. EXTREMELY SHORT TURN IN ZZZ2 AS WE WERE LATE ARRIVING. WE DISCUSSED IF ANY LIMITATIONS WERE EXCEEDED OR NOT DURING FLT WITH THE GEAR DOWN; AND DECIDED THAT THEY WERE NOT. AFTER GATE ARR IN ZZZ; I FELT A CHAIN OF ERRORS WAS DEVELOPING THAT COULD LEAD TO AN ACCIDENT AND WAS RELIEVED THE CAPT DECIDED TO PUT A STOP TO THE DAY AND DECLARE WHAT HAD HAPPENED. BEING FATIGUED AND DISTRACTED ON TAKEOFF WAS NO EXCUSE FOR LACK OF MY CHKLIST DISCIPLINE.

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.