Date: 201309
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Fatigue
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Attendant
When detected: In-flight
Result: General Work Refused
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I was assigned a 4 day trip from the crew desk. I was only good for 2 days but was given this trip which overlapped and made me illegal for my [following] trip I had bid for. The check in was XA:01; a deadhead segment on an oversold aircraft. Upon arriving to ZZZ at XG:10 I had to sit 2:50 min before beginning. I was exhausted by the time I was to begin my first ZZZZ leg as I had now been up since XD:00 on the day prior to begin my reserve day. I told my flying partners I had been giving this ID and was feeling tired. I noticed it took me longer to complete my safety checks and I was losing focus during my silent review of my evacuation responsibilities. I completed the first leg and arrived in ZZZZ. I had a 52 minute layover before returning to ZZZ. There was a flight attendant crew change but I was scheduled to stay onboard and work the ZZZZ- ZZZ segment back. The new crew came onboard. 2 working flight attendants and 1 deadheading flight attendant as she was a Spanish speaker and I too had been scheduled to be a Spanish speaker. During this flight I began to lose focus and task management skills were dwindling. My mental awareness; cabin awareness was less and less focused. I began pouring hot drinks in the wrong cups and cold drinks in the hot cups. I found myself feeling so exhausted I didn't feel very stable on my feet. At this point I was concerned with my responsibilities of arming; disarming my door let alone my ability to respond to a medical or aircraft emergency. I was finding it more and more difficult to make Spanish language announcements as there is no written booklet and translations are done simultaneously and from memory. I was serving my passengers slower and missed 2 rows all together. Upon landing; I was able to disarm my door and perform an all call. As I walked off the plane I couldn't remember if I had disarmed my door and my flying partner verified once again that I had but I clearly couldn't remember and wasn't for sure unless my flying partner confirmed this. I landed at XO:00 which was approximately a 12:30 duty day. I now had to wait for a hotel van to pick me up. I waited 28 minutes before calling the hotel and a taxi was sent to pick me up as I told the lady I couldn't wait as I could barely stay standing at this point. I finally was in my hotel room at XP:15; 13 hours and 15 min late which basically meant I had been up for approximately 36 hours. I had an 18:40 min layover before I had to begin an 11:20 hr duty day which was a ZZZZ1 turn 8:15 min flight time with an hour layover in between. I was very slow moving and found that I couldn't remember customers drink requests; meal requests and once again had to out loud announce to myself I was arming the door as I was trying to do something to remind myself that I had armed and disarmed my door. I felt very exhausted and was concern that I may fall asleep on the jumpseat. I had a 25:13 mi. Layover after this day and I slept approximately 12 1/2 hours. I had a very short day the next day a 2 hour flight to ZZZZ with a 11:50 min layover. I felt more rested but still tired. My last leg consisted of a nonstop approximately 4:00 flight from ZZZZ to ZZZ1 with a deadhead segment to my base to finish out this ID. When I checked my schedule; Mr X from scheduling had assigned me a ZZZ2 turn on [the following day] almost 17 hours later. Flight time is 10:21 min and duty time would've been 13:36. The ZZZ2 turn was assigned to me to fulfill a guarantee to my line as scheduling took away my [original trip] I had bid for and scheduled me [a new trip] on my last two days of my reserve month. I had to decline this trip as I was not concerned I would not be able to safely fly and fulfill my duties on another long one day international turn trip. A pairing like this that has a check in after midnight with a sit before tagging on segments in the early morning is dangerous and unhealthy for workers. I felt fatigued; tired my task management skills were below average;my awareness for medical emergencies and or cabin awareness was lacking and not as acute as needed. My energy was [gone] such that I could not write this report until a few days later. I experienced twitching under my eyes and my urine displayed a golden rod color which is evidence of dehydration. I scraped my knee on the jumpseat as I ran [in] to it. This type of pairing will eventually result in an accident of some sort. Scheduling isn't aware of the personal experience of these flights they schedule. They look at the time on paper without any awareness of what it is like to complete a flight on limited sleep. When one is on reserve starting at XF:00 am they remain available for a 24 hour period so if one gets a phone call and XW:00 to report at XA:00 then be expected to work this is a potentially dangerous situation. If all nighter flights that include an additional segment are to be scheduled a legal layover should follow the all night segment. This ID was unsafe.




Synopsis: Flight Attendant reports experiencing extreme fatigue resulting from her flight assignment.