Tulio Eduardo Rodrigues1,2, Frida Marina Fischer3, Eduardo Morteo Bastos1, Luciano Baia4, Raul Bocces1, Fabiano Paes Gonçalves4, Paulo Rogério Licati5, Alfredo Menquini5, Paulo Spyer4, Eduardo Stefenon6, André Frazão Helene7. 1. Technical Board, Gol Aircrew Association - São Paulo (SP), Brazil. Technical Board Gol Aircrew Association Brazil. 2. Department of Experimental Physics, Institute of Physics, Universidade de São Paulo - São Paulo (SP), Brazil. Universidade de São Paulo Department of Experimental Physics Institute of Physics Universidade de São Paulo Brazil. 3. Department of Environmental Health, School of Public Health, Universidade de São Paulo - São Paulo (SP), Brazil. Universidade de São Paulo Department of Environmental Health School of Public Health Universidade de São Paulo Brazil. 4. Safety Board, LATAM Aircrew Association - São Paulo (SP), Brazil. Safety Board LATAM Aircrew Association Brazil. 5. Technical Board, Brazilian Association of Civil Aviation Pilots - São Paulo (SP), Brazil. Technical Board Brazilian Association of Civil Aviation Pilots Brazil. 6. Flight Safety Board, National Aircrew Trade Union - São Paulo (SP), Brazil. Flight Safety Board National Aircrew Trade Union Brazil. 7. Department of Physiology, Institute of Biosciences, Universidade de São Paulo - São Paulo (SP), Brazil. Universidade de São Paulo Department of Physiology Institute of Biosciences Universidade de São Paulo Brazil.
Abstract
BACKGROUND: Analyzing, understanding and managing fatigue risk in aviation is relevant for flight safety and to reduce human error. OBJECTIVE: To analyze probable levels of fatigue among a convenience sample of Brazilian civil aviation pilots and flight attendants and to develop appropriate methods and indicators to quantify potential fatigue risk in critical phases of flight (landings and takeoffs). METHODS: Data were obtained from flight rosters voluntarily and anonymously fed to a digital platform. Rosters were analyzed with software SAFTE-FAST, which considers homeostatic process and circadian cycles related to attention and wakefulness and sleep inertia. RESULTS: The rosters for January (n=248), May (n=259) and July (n=261) 2018 were associated with incidence of 77, 54 and 77% respectively of least one event of minimal effectiveness (<77%) during critical phases of flight. The distribution of minimal effectiveness and hazard area during critical phases of flight exhibited significant seasonal oscillation upon comparing the results for January and July relative to May 2018 (p<0.001). CONCLUSION: Relative likelihood of fatigue was high in the crew rosters, with significant seasonal oscillation of minimal effectiveness and hazard area in critical phases of flight. These results point to the need for improved roster management since prescriptive rules were insufficient to mitigate risk.
BACKGROUND: Analyzing, understanding and managing fatigue risk in aviation is relevant for flight safety and to reduce human error. OBJECTIVE: To analyze probable levels of fatigue among a convenience sample of Brazilian civil aviation pilots and flight attendants and to develop appropriate methods and indicators to quantify potential fatigue risk in critical phases of flight (landings and takeoffs). METHODS: Data were obtained from flight rosters voluntarily and anonymously fed to a digital platform. Rosters were analyzed with software SAFTE-FAST, which considers homeostatic process and circadian cycles related to attention and wakefulness and sleep inertia. RESULTS: The rosters for January (n=248), May (n=259) and July (n=261) 2018 were associated with incidence of 77, 54 and 77% respectively of least one event of minimal effectiveness (<77%) during critical phases of flight. The distribution of minimal effectiveness and hazard area during critical phases of flight exhibited significant seasonal oscillation upon comparing the results for January and July relative to May 2018 (p<0.001). CONCLUSION: Relative likelihood of fatigue was high in the crew rosters, with significant seasonal oscillation of minimal effectiveness and hazard area in critical phases of flight. These results point to the need for improved roster management since prescriptive rules were insufficient to mitigate risk.
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