"effective crew scheduling strategies on ultra-long range flights." john r fare
TRANSCRIPT
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"Effective Crew Scheduling Strategies on Ultra-long Range Flights."
John R Fare
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Introduction
• Current and Future Demands of our Customers – Longer range Aircraft– Faster Speeds– Shorter Layovers
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Alertness in the Aircraft
• Three Distinct Factors that Determine Cockpit Alertness– Circadian Rhythm– Sleep Propensity/Pressure– Sleep Inertia
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Circadian Rhythm
• Reason – Regulate bodily functions
• Synchronization– Length• 25.3 hours
– Zeitgebers “time keepers”• 24 hours
– Low• 0200-0600 and 1500-1700
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Circadian Rhythm (cont.)
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Circadian Adjustment
• Phase Advance• Phase Delay• Resynchronization
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Phase Advance
• Occurs when traveling Eastbound– Day is shortened
• Forced to “advance” to new rhythm• First sleep is short followed by
subsequent longer rest period
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Phase Delay
• Occurs when travelling Westbound• Day is lengthened• Initial sleep is longer followed by
shorter sleep episode
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Resynchronization
• Asymmetrical Effect– Difference between Eastbound and
Westbound
• Westbound (8 time zones or more)– 5.1 days for 95% adjustment
• Eastbound (8 time zones or more)– 6.5 days
• Circadian Synchronization –Westbound (92 minutes per day)– Eastbound (57 minutes per day)
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Sleep Propensity/Pressure
• Definition• Adjusting• Performance Decrements
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Sleep Propensity/Pressure
• Definition– The physiological need to sleep based
off of the last full nights rest– 16 hours awake/ 8 hours asleep–Naps improve wakefulness but do not
reset Sleep Propensity’s cumulative effect!
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Sleep Propensity/Pressure (cont.)
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Adjusting Sleep Propensity
• Lengthening the Sleep/Wake Cycle– 28 hour day (Westbound travel)• Greatest need for sleep at 20 hours
• Shortening the Sleep/Wake Cycle– 20 hour day (Eastbound travel with less
than 24 hours of crew rest)• Greatest need for sleep at 13 hours
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Performance Decrements after 16 hours and 24 hours
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Sleep Inertia
• Definition• In-flight Considerations
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Sleep Inertia
• Definition– The grogginess that one feels after
waking up from a deep sleep
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Sleep Inertia
• In-flight Considerations– Short Naps (NASA Naps)• Less than 40 minutes to stay out of Deep
Sleep• Effective when crew rest time is shorter
– Long Naps• More beneficial in reducing fatigue levels• More realistic during circadian low times• Afford at least 40 minutes of recovery prior
to resuming flight deck duties
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Crew Types and Logistics
• Two-Pilot Crew• Augmented or Three-Pilot Crew• Crew Change
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Two-Pilot Crew
• Duty/Flight Time Limitation Considerations–Normal• 14 hours duty/ 12 hours of flight (FSF, 1997)
–Circadian Low *Is flight flying through or landing between the hours of 0200 - 0600 body adjusted time or duty day starts at 0400 or earlier
• 12 hours duty/ 10 hours of flight and consider max amount of landings (FSF, 1997)
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Augmented Crews
• Definition• Crew Bunk Categories and
Considerations• Circadian and Sleep Propensity
Considerations
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Augmented Crews
• Three Pilots– From original point of departure?– From intermediate and or tech stop?– Supine rest available in a separated
area?• 20 hours of duty (FSF, 1997)
–No supine• 18 hours of duty (FSF, 1997)
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Crew Bunk Categories
• Class I– 75% sleep opportunity credit (George,
2011)
• Class II*– 56% sleep opportunity credit (George,
2011)
• Class III– 25% sleep opportunity credit (George,
2011)
*Business Jet with separated crew rest facilities
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Crew Change
• Logistics• Circadian Considerations
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Crew Change Logistics
• Location!– Available Resources i.e. pilots?– Great Circle?– Airline Service for preposition?– Cost?– Time to get there?–Weather?–Handling?
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Fatigue Study
• Overview• Assumptions• Limitations• Methodology• Treatment of Data• Results• Conclusion
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Overview
• Background– Fatigue Management Program for our
SMS– Justify or refute our current policies
• Geographic Representation– Europe, Asia, South America
• Participants– Pilots and Flight Engineers
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Hypothesis
• Three-Pilot Crews are less tired than Two-Pilot Crews during the last two hours of a flight to include top-of-descent, approach, landing, and post-flight
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Assumptions
• All participants were operating during or through their circadian low
• All pilots afforded supine rest • Two-Pilot Crews– Two pilots and one Flight Engineer– Flight Engineer data from augmented flights
considered two-pilot crew
• Three-Pilot Crews– Three pilots from original point of departure
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Limitations
• Human Factors–Health, emotional stability, family life,
quality of sleep, alcohol/substance abuse
• Meteorological– Day, Night
• In-flight Conditions– Turbulence, Convective Weather
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Methodology
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Stanford Sleepiness Scale (SSS)
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Treatment of Data
• All Duty Start Times Adjusted to “Body Adjusted Time”– Eastbound• 57 minutes per day
–Westbound• 90 minutes per day
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Results
• SSS Mean for the Last Two Hours of Duty
• Crewing Technique vs. SSS• SSS Mean for Entire Flight vs. Start
Time of Duty Day• Crew Rest Sleep Percentages vs.
Duty Hour
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SSS Mean for the Last Two Hours of Duty
2 Pilot 3 Pilot2.05
2.1
2.15
2.2
2.25
2.3
2.35
2.4
2.45
SSS During Last 2 Hours of Duty
Hour 1Hour2
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Conclusion
• Three-Pilot Flight Crews are Less Tired than Two-Pilot Crews
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Crewing Technique vs. SSS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 200
0.5
1
1.5
2
2.5
3
3.5
4
Crewing Technique vs. SSS
2 Pilot3 Pilot
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Conclusion
• SSS Levels Separate at Duty Hour 11/ Flight Hour 9
• Johnson & Johnson Aviation Lowered its Circadian Low Duty Limits to 9 Hours of Flight with a Max of 2 Landings
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SSS Mean for Entire Flight vs. Start Time of Duty Day
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 22 23 240
0.5
1
1.5
2
2.5
3
SSS vs. Adjusted Start of Duty Day
SSS
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Conclusion
• Start time does correlate to SSS levels of augmented crews
• There is a significant increase in SSS with start times between 1800 and 0700
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Crew Rest Sleep Percentages vs. Duty Hour
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 190
20
40
60
80
100
120
SleepAwake
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Conclusions
• Physiological need determines success
• Most sleep attained between duty hour 9 and 18
• Strategic “rostering” – PF gets the most consideration
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Practical Approaches
• Two Pilots – KTEB – LFPB – KTEB –Minimum Layover– Off Duty Prior to Circadian Low
• Three Pilots– KTEB – RJTT– Fuel Stop in PANC
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Europe “Quickturn”
• Two Pilots–Depart KTEB @ 1800 Local–Arrive LFPB @ 0630 Local• 10 hour rest period + 2 hours for travel and “unwinding”
–Depart LFPB @ 1830 Local–Arrive KTEB @ 2030 Local
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Three Pilots to Tokyo
• Three Pilots – Depart KTEB @ 0800 Local– Arrive RJTT @ 1300 Local the next day
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Summary
• Three-pilot crews are less tired than two-pilot crews on extended circadian low flights!
• Sleep propensity needs to be considered when augmenting
• Have a plan!– Rostering– In-flight fatigue countermeasures
• Learn from your Experiences
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operations: Diaries and actigraphy for two- vs. three-pilot crews. Aviation, Space, and
Environmental Medicine, 77(6), 605-612.Gander, P.H., Gregory, B.S., Miller, D.L., Graebner, R.C., Connell, L.J., & Rosekind, R.
(1998). Flight crew fatigue V: Long-haul air transport operations. Aviation, Space, and
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synthesis. Aviation, Space, and Environmental Medicine, 69(9), B49-B60.George, F. (2011, February). Fatigue risk management. Business & Commercial
Aviation, 32-37.Miller, J. C. (2005, May). Operational Risk Management of Fatigue Effects (AFRL-HE-BR-TR-2005-0073). : United State Air Force Research Lab.Neri, D., Oyung, R., Colletti, L., Mallis, M., Tam, D., & Dinges, D. (2002), Controlled
Breaks as a Fatigue Countermeasure on the Flight Deck. Aviation, Space, and Environmental
Medicine, 73(7) United Kingdom Civil Aviation Authority (CAA), Safety Regulation Group. (2007).
Aircrew fatigue: A review of research undertaken on behalf of the UK Civil Aviation Authority (CAA PAPER 2005/04). Retrieved from http://www.caa.co.uk