"Effective Crew Scheduling Strategies on Ultra- l ong Range Flights."

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

2. Introduction • Current and Future Demands of our Customers • Longer range Aircraft • Faster Speeds • Shorter Layovers

3. Alertness in the Aircraft • Three Distinct Factors that Determine Cockpit Alertness • Circadian Rhythm • Sleep Propensity/Pressure • Sleep Inertia

4. Circadian Rhythm • Reason • Regulate bodily functions • Synchronization • Length • 25.3 hours • Zeitgebers “time keepers” • 24 hours • Low • 0200-0600 and 1500-1700

5. Circadian Rhythm (cont.)

6. Circadian Adjustment • Phase Advance • Phase Delay • Resynchronization

7. 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

8. Phase Delay • Occurs when travelling Westbound • Day is lengthened • Initial sleep is longer followed by shorter sleep episode

9. 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)

10. Sleep Propensity/Pressure • Definition • Adjusting • Performance Decrements

11. 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!

12. Sleep Propensity/Pressure (cont.)

13. 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

14. Performance Decrements after 16 hours and 24 hours

15. Sleep Inertia • Definition • In-flight Considerations

16. Sleep Inertia • Definition • The grogginess that one feels after waking up from a deep sleep

17. 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

18. Crew Types and Logistics • Two-Pilot Crew • Augmented or Three-Pilot Crew • Crew Change

19. 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)

20. Augmented Crews • Definition • Crew Bunk Categories and Considerations • Circadian and Sleep Propensity Considerations

21. 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)

22. 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

23. Crew Change • Logistics • Circadian Considerations

24. Crew Change Logistics • Location! • Available Resources i.e. pilots? • Great Circle? • Airline Service for preposition? • Cost? • Time to get there? • Weather? • Handling?

25. Fatigue Study • Overview • Assumptions • Limitations • Methodology • Treatment of Data • Results • Conclusion

26. 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

27. 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

28. 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

29. Limitations • Human Factors • Health, emotional stability, family life, quality of sleep, alcohol/substance abuse • Meteorological • Day, Night • In-flight Conditions • Turbulence, Convective Weather

30. Methodology

31. Stanford Sleepiness Scale (SSS)

32. Treatment of Data • All Duty Start Times Adjusted to “Body Adjusted Time” • Eastbound • 57 minutes per day • Westbound • 90 minutes per day

33. 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

34. SSS Mean for the Last Two Hours of Duty

35. Conclusion • Three-Pilot Flight Crews are Less Tired than Two-Pilot Crews

36. Crewing Technique vs. SSS

37. 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

38. SSS Mean for Entire Flight vs. Start Time of Duty Day

39. 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

40. Crew Rest Sleep Percentages vs. Duty Hour

41. Conclusions • Physiological need determines success • Most sleep attained between duty hour 9 and 18 • Strategic “rostering” • PF gets the most consideration

42. Practical Approaches • Two Pilots • KTEB – LFPB – KTEB • Minimum Layover • Off Duty Prior to Circadian Low • Three Pilots • KTEB – RJTT • Fuel Stop in PANC

43. 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

46. Three Pilots to Tokyo • Three Pilots • Depart KTEB @ 0800 Local • Arrive RJTT @ 1300 Local the next day

48. 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

49. References Billiard, 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 Limited CEriksen, 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, andEnvironmental 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-B48 Gander, 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