Medium Transport
Flight Crew Air Transport Pilot (ATP)
Fatigue; Time Pressure
Other Fatigue
Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Company Policy; Weather
I am reporting an unsafe trip which had every element of potential fatigue. On day 1; we reported at XA00 and landed past XE00. We were delayed (holding for connecting Passengers) and only had about 11 hours on the ground. We really only had 10 hours at the hotel because it takes over 20 minutes to drive to the hotel and the company schedules our van times now 30 minutes prior to our FDP (flight duty period) show time. I have great concern about our van show times not being counted as FDP. Anyhow; the next day was fairly long (5 flights) and we ran late again and had only 10 hrs of rest in [overnight destination] By the time we got the hotel and the scheduled van time being 15 minutes prior to our FDP; we had about 9 hours and 20 minutes at the hotel. The third day was just shy of 12 hours FDP. It was scheduled at 11.29 hours. Our last flight to RNO was very intense; with a snow storm arriving in Reno and barely the visibility to shoot the approach. When flying this approach; I realized just how tired I was from the previous 2 short nights of rest and the very long duty period. My eyes were burning and I knew I was not 100 percent if something were to go wrong. Luckily; the approach went well and the aircraft had no problems and we were able to land. We AGAIN had exactly 10 hrs on the ground in Reno. The crew was absolutely exhausted and it took 45 minutes to get to the hotel because of the snow storm and at one point the gate that should let us out of the airport was frozen and the hotel van was stuck. I did call crew scheduling when we arrived at the hotel and let them know we needed a rest extension. They extended it 15 minutes which gave us precisely 9 hours and 40 minutes at the hotel. We showed at XJ00. This is crazy; since the first day of the trip we landed after XE00. I felt light headed and fatigued all day on day 4 of the trip. The first leg was delayed over 1.5 hours due to an inop fuel gauge which required over wing fueling and a TCAS failure. De-icing took over 45 minutes and when we finally landed; our A Flight attendant; called in fatigued. We then repo'd the aircraft to RNO; where we got another FA and ran an over 2.5 hr delayed flight to base where the trip finally ended. I probably should've called in fatigued on day 3 and day 4 of this trip. I was not safe to fly; but I care an extreme amount about my job and about my reputation. Trips like this that have a circadian rhythm swap; 3 short overnight (2 of them with less than the min required rest at the hotel) and an almost max scheduled FDP sandwiched between the 2 short overnights and rhythm swap is a recipe for disaster. I understand that the company is building trips within the guidelines of part 117; but I know the company is also aware of schedules that cause fatigue and risks (just taught in our training). I believe that FDP absolutely needs to include the company mandated van times. Van times can be 30-45 minutes prior to our legal FDP start. We need 10 hours at the hotel. Also; winter operations hardly ever run on time; so to schedule trips so close to max FDP and min rest is lending itself to very fatiguing trips. I feel like most of my trips these days have circadian rhythm swaps; at least one or more min rest night and at least one or more duty day that is scheduled to the max. I really wish the company would look at trips like this one and try to avoid scheduling these types of trips. They are extremely unsafe. Company Mandated Van times not counting as FDP; and poorly scheduled trips that do not consider human factors.
Air Carrier pilot laments the fatiguing schedule that is produced by the company to maximize flight time under FAR 117. Weather and mechanical problems cause the rest periods to be shortened.