"Effective Crew Scheduling Strategies on Ultra-long Range Flights." John R Fare.

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"Effective Crew Scheduling Strategies on Ultra-long Range Flights." John R Fare

Transcript of "Effective Crew Scheduling Strategies on Ultra-long Range Flights." John R Fare.

Page 1: "Effective Crew Scheduling Strategies on Ultra-long Range Flights." John R Fare.

"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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ReferencesBilliard, M, & Kent, A. (2003). Sleep: physiology, investigations, and medicine. New

York, NY: Kluwer Academic/Plenum Caldwell, John A., & Caldwell, J. Lynn (2003). Fatigue in Aviation: A Guide to Staying Awake at the Stick. Burlington, VT: Ashgate Publishing LimitedCEriksen, C.A., Torbjorn, E., & Nilsson, J.P. (2006). Fatigue in trans-atlantic airline

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

Environmental Medicine, 69(9), B37-B48Gander, P.H., Rosekind, M.R., & Gregory, K.B. (1998). Flight crew fatigue VI: A

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