Practical fatigue risk management in aviation. Alexandra Holmes PhD

Transcription

1 Practical fatigue risk management in aviation Alexandra Holmes PhD

2 Contents 1. Background 2. Fatigue is expensive 3. Measuring fatigue involves multiple measures 4. Managing sleep on duty 5. Managing commuting 6. Conclusion

3 Global challenges for FRMS

4 Are you convinced? We ve been scheduling this way for AGES and haven t had an accident! Crew love the schedule! No fatigue reports! Fatigue model results look good!

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6 What is fatigue risk management? Basic compliance with regulations the old way These operations are still 100% within prescriptive limits Performancebased regulation: managing fatigue within the SMS Most operators sit here Approved FRMS, and safety case, allowing specified operations outside limits

7 FRM POLICY EFFECTIVE REPORTING SYSTEM Fatigue Risk Management (FRM) Processes FRM Safety Assurance Processes Data Collection and Hazard Identification Risk Assessment SPIs (Safety Performance Indicators) Performance Monitoring Managing changes that may impact on the FRMS Risk Management Audit and review COMMUNICATION: SAFETY PROMOTION AND FEEDBACK FATIGUE MANAGEMENT TRAINING PROGRAMME

8 Operate with 3 or 4 pilots? Study initiated by FSAG Decision based on data

9 2. Fatigue is expensive a case study

10 Day light operation Study of current operation Design tailored flight and duty time scheme

11 Metric 2: Crew sleepiness

12 Costs associated with fatigue Crew close to limits means there is no buffer for disruption Scheduling paying Peter by robbing Paul Increased safety events Cancelled flights Poor quality of work errors and short-cuts Increased short-term absenteeism Increased long-term sick Experienced crew resigned Difficult to recruit new crew

13 3. Measuring fatigue involves multiple measures

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15 Long haul with short/medium haul flying

16 Crew fatigue currently poses a significant risk to flight safety at my airline Rank Airline % strongly agree/agree 1 Short haul operator 89% 2 Short haul operator 84% 3 Short haul operator 81% 4 Short/medium haul charter airline 75% 5 Short/medium haul charter airline 67% 6 Short/medium haul charter airline 56% 7 Short haul operator 49% 8 Short haul operator 50% 9 HEMS operator 1 35% 10 Long haul operator 23% 1. Helicopter Emergency Medical Services (i.e. Air Ambulance)

17 Measuring fatigue in operations Michelle Millar, ICAO / IATA / IFALPA, Asia Pacific, FRMS Seminar, Bangkok

18 4. Managing sleep on duty

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20 Mean in-flight sleep duration * *p<0.05

21 Sleepiness (KSS 1-9) Mean sleepiness on across ULR night flight duty HOU-DOH to Doha Operating Crew (Crew B) Relief Crew (Crew A) *** * * * * * ** * Pre-flight TOC/Start 1st OP Start 2nd OP Start 3rd OP Start 4th OP End 4th OP TOD Post-flight Phase of Flight *** p<0.000, **p<0.001, *p<0.05

22 NASA (cockpit) nap research

23 Regulations for controlled rest on the flight deck Used by 2-person operating crew, during low workload flight phase, to manage unexpected fatigue Both pilots in-seat resting pilot takes controlled rest, while other pilot completes both pilots duties Controlled rest of 30 to 40 min, plus min for recovery from sleep inertia Planned cabin crew checks Pre and post-rest briefing

24 Disadvantages cited by operators experienced with controlled rest 1. The period of single pilot operation 2. Temptation to be used as substitute for proactive fatigue management, by crew and the company 3. Complex procedure, that crew are not well trained to follow, and with which crew do not strictly comply 4. Controlled rest is underreported

25 Benefits for safety, performance and controlling rest Proportion of respondents who agreed/strongly agreed that at their company: 88%: Controlled rest has provided significant benefits for flight safety at my company 88%: Controlled rest has reduced fatigue-related performance decrements during safety critical phases of flight 81%: Controlled rest has reduced the incidence of uncontrolled napping

26 5. Managing commuting

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28 EASA regulation on commuting Crew members should consider making arrangements for temporary accommodation closer to their home base if the travelling time from their residence to their home base usually exceeds 90 minutes. GM1 CS FTL.1.200

29 Strategies for managing commuting 1. Helicopter operator changed shift start time from 09:00 to 14:00 2. Long haul airline introduced Journey Management Plans for crew flying to work 3. Airline built multiple single bedrooms (and hotel rooms) for crew to use before and after duty 4. Crew bus and taxi vouchers 5. Crew encouraged to report driver fatigue

30 6. Conclusion Fatigue will always be present in aviation, we have to manage the risk ICAO and EASA regulations have recently mandated fatigue risk management for airlines, and other sectors Industry reluctant, but the safety and financial benefits are being recognised A competent and trusted FSAG, making evidence and risk based recommendations, is at the heart of effective fatigue risk management system

31 Thank you! Any questions?