Citation Latitude (C680A)
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Physiological - Other; Fatigue; Situational Awareness
No Specific Anomaly Occurred All Types
General Work Refused
Company Policy; Human Factors
We have been on the night shift all week; including an all-night transcontinental flight on Day 2 landing at about XA00. We were showing for the day at about XL00 every day. I don't think either of us have gone to bed prior to about XV00 any day this week. Yesterday; at the end of day 5; we landed at about XP30; had to clear customs; and were restocking the airplane; when we received a brief for a XC45 show the next morning; for a flight.  This would have been a 10 hour turn; and a 7 hour 15 minute shift from the start time the day before.  We fatigued due to the body clock flip. There needs to be a limit on circadian shifts; especially when they are shifts to the left. A 10 hour turn; and a seven hour shift with the first flight the next day though technically a legal brief; is NOT smart; or safe scheduling.  We used the fatigue policy; but there are crews out there that would have felt compelled to accept this brief.  The crew should not be the last link in the chain; this situation is easily prevented with scheduling limits. This next destination is one of the higher risk airports we fly to; even with the recent improvements; and the risk control measures in place.  Being scheduled to go in there after a 10 hour turn; and a 7 hour circadian shift; with a First Officer on IOE added even more to the risk.  It should not have been scheduled.  I would like to see the fatigue model for this event (as scheduled). I would also like to share this event with scheduling. I would like to know if this flagged anybody's attention during the scheduling process. We have to get better at eliminating these circadian shifts; before we have a mishap.
A Fractional jet pilot reported cancelling their trip due to fatigue due to the scheduling practices of their company.