After flying 2 legs without autoplt in IMC, including instrument approachs, an air carrier pilot cal...

Attributes
ACN	639053
Time
Date	200411
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : stl.airport
State Reference	MD
Altitude	agl single value : 0
Environment
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
ASRS Report	639053
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : less severe non adherence : company policies
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	other
Supplementary
Problem Areas	Aircraft Company
Primary Problem	Company

Narrative:

I was to fly 4 legs, 2 round trips to ord and back to stl starting in mid afternoon, and we were assigned an aircraft with both autoplts inoperative. We flew to ord and back to stl with both legs in WX and shot 2 instrument approachs. During the flight back to stl, I felt that we were getting somewhat behind the power curve, missing ATC calls almost busting an altitude and overall not quite right. Upon landing at stl, I called company planning and called off fatigued. The planner told me that I needed to talk to the chief pilot on call. The chief pilot on call asked if I would continue on to ord and back to stl if he gave me an aircraft with an autoplt? He was already aware that I had called off fatigued, and knowing that, I was appalled and felt that this was intimidation on his part. I asked him, 'how can I call back de-fatigued when I just called off fatigued?' not that I was about to do so. I felt then and still do, that the captain was trying to intimidate me into continuing with my flight even though I had already called off fatigued. Had I continued on and an accident were to happen, what would happen to the company, me and captain as far as liabilities are concerned? I would like to know company's policy on fatigue.

Original NASA ASRS Text

Title: AFTER FLYING 2 LEGS WITHOUT AUTOPLT IN IMC, INCLUDING INST APCHS, AN ACR PLT CALLS IN FATIGUED. MGMNT REQUESTS HE CONTINUE WITH AN ACFT CHANGE.

Narrative: I WAS TO FLY 4 LEGS, 2 ROUND TRIPS TO ORD AND BACK TO STL STARTING IN MID AFTERNOON, AND WE WERE ASSIGNED AN ACFT WITH BOTH AUTOPLTS INOP. WE FLEW TO ORD AND BACK TO STL WITH BOTH LEGS IN WX AND SHOT 2 INST APCHS. DURING THE FLT BACK TO STL, I FELT THAT WE WERE GETTING SOMEWHAT BEHIND THE PWR CURVE, MISSING ATC CALLS ALMOST BUSTING AN ALT AND OVERALL NOT QUITE RIGHT. UPON LNDG AT STL, I CALLED COMPANY PLANNING AND CALLED OFF FATIGUED. THE PLANNER TOLD ME THAT I NEEDED TO TALK TO THE CHIEF PLT ON CALL. THE CHIEF PLT ON CALL ASKED IF I WOULD CONTINUE ON TO ORD AND BACK TO STL IF HE GAVE ME AN ACFT WITH AN AUTOPLT? HE WAS ALREADY AWARE THAT I HAD CALLED OFF FATIGUED, AND KNOWING THAT, I WAS APPALLED AND FELT THAT THIS WAS INTIMIDATION ON HIS PART. I ASKED HIM, 'HOW CAN I CALL BACK DE-FATIGUED WHEN I JUST CALLED OFF FATIGUED?' NOT THAT I WAS ABOUT TO DO SO. I FELT THEN AND STILL DO, THAT THE CAPT WAS TRYING TO INTIMIDATE ME INTO CONTINUING WITH MY FLT EVEN THOUGH I HAD ALREADY CALLED OFF FATIGUED. HAD I CONTINUED ON AND AN ACCIDENT WERE TO HAPPEN, WHAT WOULD HAPPEN TO THE COMPANY, ME AND CAPT AS FAR AS LIABILITIES ARE CONCERNED? I WOULD LIKE TO KNOW COMPANY'S POLICY ON FATIGUE.

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.

After flying 2 legs without autoplt in IMC, including instrument approachs, an air carrier pilot calls in fatigued. Management requests he continue with an aircraft change.