E120 CREW LANDED AT RDM; ON CTAF FREQ; WITHOUT FOLLOWING PROPER SOP.

Narrative

THIS OCCURRENCE PROBABLY STARTED THE DAY BEFORE. THE CAPT TOLD ME HE HAD NOT SLEPT WELL THE NIGHT BEFORE AND HE WASN'T AS ALERT AS USUAL. I COMMUTE TO WORK AND THE NIGHT BEFORE THE TRIP; MY WIFE CALLED ME AND LET ME KNOW SHE HAD BEEN IN A CAR ACCIDENT THAT AFTERNOON JUST AFTER I HAD LEFT HOME. SHE HAD GONE INTO THE EMER ROOM AND THAT WAS WHY SHE HADN'T BEEN HOME WHEN I CALLED THAT NIGHT. SO; BOTH OF US WERE NOT AS ALERT AS WE SHOULD BE. THE FLT DAY WAS A 6 LEG DAY WITH BAD WX. WE ENDED UP LOGGING 7 HRS; 55 MINS FOR THE DAY (ROUGHLY A 12 HR DUTY DAY) AND REDMOND WAS OUR FINAL STOP. ON THE DSCNT; I BEGAN TO MONITOR THE REDMOND CTAF FREQ 60 MI OUT SO AS TO LEARN OF ANY ARRIVING OR DEPARTING TFC; LISTEN FOR ANY TFC IN THE PATTERN AND FIND OUT WHICH RWY WAS IN USE (REDMOND ONLY HAS ASOS SO THE RWY IN USE IS NOT BROADCAST). ON SHORT FINAL WHEN THE CAPT ORDERED 'FLAPS 45 DEGS' WE WERE ALERTED TO A FLAPS DISAGREEMENT. WE HAD EXPERIENCED ONE OF THESE EARLIER THAT MORNING AND SO THE CAPT ORDERED FLAPS 25 DEGS AND THEN BACK TO FLAPS 45 DEGS. THIS OCCURS ON ABOUT A 3 MI FINAL; SO WE WERE SCRAMBLING TO CLR THE FAULT SO WE DIDN'T NEED TO GO AROUND. I OBSERVED THE FLAPS RETRACT TO THE 25 DEG POS AND THEN EXTEND TO THE 45 DEG POS WITH NO DISAGREEMENT. AT THIS POINT WE ARE ON LESS THAN A MI FINAL AND THE CAPT CALLS '500 FT TO GO' AS PER OUR SOP. I RESPOND 'SPD 128 KTS SINK 800 FT BEFORE LNDG CHK COMPLETE; FLAPS ARE CLR RWY CLR.' (STANDARD SOP CALLS FOR ME TO SAY 'CLRED TO LAND RWY 28. I DID NOT MAKE THAT CALL BUT INSTEAD ALERTED THE CAPT THAT THE FLAPS HAD CORRECTED.) I SHOULD HAVE MADE THE STANDARD CALL WHICH IS WHAT CONTRIBUTED TO THE INCIDENT. THE CAPT ALSO CONTRIBUTED BY TRYING TO SOLVE THE PROB RATHER THAN FLY THE ACFT AND HANDLE THE RADIOS. WE BOTH DEVIATED FROM SOP BY TRYING TO CLR THE PROB WITHOUT USING OUR QRH. NEXT TIME I WILL STICK TO SOP CALLS; ASSURE THAT THE PF DOES JUST THAT AND GO AROUND. NO MORE GETTING RUSHED INTO SOMETHING FOR ME.