Narrative:

I had a bad day -- I was assigned an international trip, even though I told scheduling I felt I was getting sick. On return leg into baltimore the next day, I am well into a common cold and not feeling well, besides being rather fatigued after a 7.5 hour trip. On descent, we were cleared to cross 10 (or 15) DME north of XXX VOR at 5000 ft. Because the ATIS wind report indicated a landing with a strong quartering tailwind, we waited until 12000 ft to brief the approach we were going to request. As it turned out, the wind changed, and we landed on the designated runway. I gave control of the aircraft to the captain, briefed the approach, then resumed control of the aircraft. Shortly thereafter, I realized we were not going to make the crossing restr and advised ATC. They replied, 'I see that. Expedite your descent, you have traffic 1 O'clock, 9 mi.' after landing, I was taxiing the aircraft from the right seat and turned onto the wrong taxiway. Ground control scolded us and told us to make a turn back to our assigned taxiway. The captain took control, added power to make the turn and blew down 2 taxiway signs in the process, which were then laying out on the taxiway. We then taxied around the signs and to our designated gate. After blocking in, the captain and I were both upset. I felt I should not have been pressured to fly when I was sick, and he was concerned about the damage he had done to the airport signs -- my fault in the first place. I think international flight regulations are too relaxed -- no duty time limit!? Jet lag, combined with unusual hours, the fatigue of long flying legs, and the complexity of international/foreign flight operations, mandates the necessity for an international duty time limit.

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Original NASA ASRS Text

Title: ALT XING RESTR -- DEV FROM CLRNC -- ACR FAILS TO MAKE A XING RESTR AND LATER FAILS TO FOLLOW THE ASSIGNED TAXI RTE.

Narrative: I HAD A BAD DAY -- I WAS ASSIGNED AN INTL TRIP, EVEN THOUGH I TOLD SCHEDULING I FELT I WAS GETTING SICK. ON RETURN LEG INTO BALTIMORE THE NEXT DAY, I AM WELL INTO A COMMON COLD AND NOT FEELING WELL, BESIDES BEING RATHER FATIGUED AFTER A 7.5 HR TRIP. ON DSCNT, WE WERE CLRED TO CROSS 10 (OR 15) DME N OF XXX VOR AT 5000 FT. BECAUSE THE ATIS WIND RPT INDICATED A LNDG WITH A STRONG QUARTERING TAILWIND, WE WAITED UNTIL 12000 FT TO BRIEF THE APCH WE WERE GOING TO REQUEST. AS IT TURNED OUT, THE WIND CHANGED, AND WE LANDED ON THE DESIGNATED RWY. I GAVE CTL OF THE ACFT TO THE CAPT, BRIEFED THE APCH, THEN RESUMED CTL OF THE ACFT. SHORTLY THEREAFTER, I REALIZED WE WERE NOT GOING TO MAKE THE XING RESTR AND ADVISED ATC. THEY REPLIED, 'I SEE THAT. EXPEDITE YOUR DSCNT, YOU HAVE TFC 1 O'CLOCK, 9 MI.' AFTER LNDG, I WAS TAXIING THE ACFT FROM THE R SEAT AND TURNED ONTO THE WRONG TXWY. GND CTL SCOLDED US AND TOLD US TO MAKE A TURN BACK TO OUR ASSIGNED TXWY. THE CAPT TOOK CTL, ADDED PWR TO MAKE THE TURN AND BLEW DOWN 2 TXWY SIGNS IN THE PROCESS, WHICH WERE THEN LAYING OUT ON THE TXWY. WE THEN TAXIED AROUND THE SIGNS AND TO OUR DESIGNATED GATE. AFTER BLOCKING IN, THE CAPT AND I WERE BOTH UPSET. I FELT I SHOULD NOT HAVE BEEN PRESSURED TO FLY WHEN I WAS SICK, AND HE WAS CONCERNED ABOUT THE DAMAGE HE HAD DONE TO THE ARPT SIGNS -- MY FAULT IN THE FIRST PLACE. I THINK INTL FLT REGS ARE TOO RELAXED -- NO DUTY TIME LIMIT!? JET LAG, COMBINED WITH UNUSUAL HRS, THE FATIGUE OF LONG FLYING LEGS, AND THE COMPLEXITY OF INTL/FOREIGN FLT OPS, MANDATES THE NECESSITY FOR AN INTL DUTY TIME LIMIT.

Data retrieved from NASA's ASRS site as of July 2007 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.