Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Communication Breakdown; Fatigue; Time Pressure
No Specific Anomaly Occurred All Types
Airport; Company Policy; Weather; Human Factors
We were operationally delayed on the ZZZ flight to accommodate passengers from an earlier flight that canceled. The weather in ZZZ was a challenge due to high winds; turbulence; low visibility and finally runway lights that that weren't functioning. We aborted the landing due to inadequate visual reference (no runway lights) and turbulence that prevented stabilizing the approach. We held for about a half hour while personnel worked on the runway lights and we also hoped for improved weather. The airport reported the runway lights were on but the wind had not improved. We elected to commence the approach but aborted again due to terrible turbulence. We then diverted to ZZZ1. It took a long time to get a gate agent to bring up the jetway; then to help all the passengers find the customer service counter; then to make sure the flight attendants got accommodations from their crew scheduling. By this time we had exceeded the maximum flight time and duty time allowed by FAR part 117 with 10:14 block hours and 13:39 duty. I called pilot scheduling to find out the new plan; which was to show up the next day to deadhead to ZZZ and rejoin our trip. Because it was snowing and icy; and it was a minimum rest layover in our base I suggested scheduling arrange hotel rooms for my First Officer and myself which would save us each from a couple hours of driving each way on icy roads. The scheduler denied my request so we each went home. It took 20 minutes to get all the snow and ice off the car and an hour to drive home on the snow and ice. Got home. Got about five hours of sleep and got up to come to work. The first deadhead flight was canceled and then so was the second one. I was getting pretty tired by this time but the scheduler wanted me to wait and take a limo to ZZZ. Well by now the roads are icy again; it's a two hour drive on dry roads with no traffic and the morning flight would have to be delayed and I would get another minimum crew rest which I am too tired to do. So I called fatigued. I'll rejoin the trip in the morning in ZZZ1 for the ZZZ2 turn. I definitely did not have adequate sleep opportunity even if I had a legal rest period. Today crew scheduling advised me that they had rooms blocked for just such an occasion as we had last night and 'why didn't I take a room'? That is very hard to hear after being summarily denied by a scheduler the night before. There needs to be better training and awareness for crew schedulers.
Air carrier Captain reported details that led to a fatigue call situation.