Narrative:

4th leg of a 5-leg; 11-hour duty day. Weather was low IMC for all previous flights; delays and ground holds were piling up. The entire crew was beginning to feel fatigued. This approach and landing was in VMC; so we were probably a little complacent and relaxed. Flight was cleared for a visual approach. First officer was pilot flying. Pilot flying commenced visual approach according to company profile. Pilot flying lined up on final approach at 3 miles out; around 1;000 ft AGL. Flaps were at 30 degrees. Aircraft was about 30 KTS faster than vref. At 500 ft AGL; I made the appropriate callout; and emphasized that the aircraft was 20 KTS above vref. At this moment I realized that the flaps were at 30 degrees; not 45 degrees. As I announced this fact and selected flaps 45 degrees; the GPWS alerted 'too low; flaps.' the flaps were at 45 degrees and the aircraft at vref at 200 ft AGL. Aircraft landed without incident on the 10;500 ft runway. 2 factors contributed to the crew's lack of adherence to sops. 1) fatigue. Poor weather; a long duty day; 4th consecutive day of flying; 20 hours of flight in as many days; and lengthy delays all contributed to a fatigued crew. 2) complacency. The first visual approach in VMC during 2 days of poor weather lead to the crew being more relaxed and complacent. I; as the captain; should recognize these issues and work to prevent them from compromising safety. It is difficult during long duty days and flight hours to be 100% alert and energetic. Duty; rest; and flight time limits are past due for review and overhaul to reflect realistic human capabilities.

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Original NASA ASRS Text

Title: CL65 Captain reports unstabilized approach and landing. The poor performance is attributed to fatigue caused by 4 days of flying with the last day experiencing many delays due to weather.

Narrative: 4th leg of a 5-leg; 11-hour duty day. Weather was low IMC for all previous flights; delays and ground holds were piling up. The entire crew was beginning to feel fatigued. This approach and landing was in VMC; so we were probably a little complacent and relaxed. Flight was cleared for a visual approach. First Officer was pilot flying. Pilot flying commenced visual approach according to company profile. Pilot flying lined up on final approach at 3 miles out; around 1;000 FT AGL. Flaps were at 30 degrees. Aircraft was about 30 KTS faster than Vref. At 500 FT AGL; I made the appropriate callout; and emphasized that the aircraft was 20 KTS above Vref. At this moment I realized that the flaps were at 30 degrees; not 45 degrees. As I announced this fact and selected flaps 45 degrees; the GPWS alerted 'Too low; flaps.' The flaps were at 45 degrees and the aircraft at Vref at 200 FT AGL. Aircraft landed without incident on the 10;500 FT runway. 2 factors contributed to the Crew's lack of adherence to SOPs. 1) Fatigue. Poor weather; a long duty day; 4th consecutive day of flying; 20 hours of flight in as many days; and lengthy delays all contributed to a fatigued crew. 2) Complacency. The first visual approach in VMC during 2 days of poor weather lead to the crew being more relaxed and complacent. I; as the Captain; should recognize these issues and work to prevent them from compromising safety. It is difficult during long duty days and flight hours to be 100% alert and energetic. Duty; rest; and flight time limits are past due for review and overhaul to reflect realistic human capabilities.

Data retrieved from NASA's ASRS site as of April 2012 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.