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Aviation History
1986
1986 - 0613.PDF
AIR TRANSPORT "Sleep strategy reduces fatigue risk" MOFFET FIELD A planned regime of sleep for long-haul flight crew can ease the risk of pilots nodding off in the cockpit, according to research by top scientists. An analysis of pilots in four major airlines—British Air ways, Japan Air Lines, Luft hansa, and Pan American— reveals that the effects of jet lag after flying long-haul east- bound sectors can be reduced by not going to sleep immedi ately on arrival. The findings also stress the importance of a nap of a few hours before an eastbound return flight leg. Many experts believe that pilot tiredness could be a crit ical factor in airline accidents. Nasa's Aviation Safety Reporting System, set up to collate anonymous reports from flight crew about danger ous incidents, recorded 261 incidents between mid-1980 and mid-1984 in which pilot fatigue was a contributory factor. Similar UK records show 52 incidents in 1983-1984 in which fatigue was listed as a factor. The fatigue study, co ordinated by Nasa's Ames Research Centre at Moffet Field, says that "foregoing or minimising sleep right after arrival and extending the subsequent awake period during the local day helps to ensure that the night sleep will be nearer the normal duration". The findings suggest that by using this sleep strategy the poor sleep which normally occurs should be minimised, thereby reducing tiredness during subsequent long return flights." Nasa sees this strat egy as a remedy for the more severe jet lag experienced by US crews flying on eastbound flights to Europe. For UK crews on routes to West Coast USA, the Royal Air Force Institute of Aviation Medicine, which supported the Nasa study, emphasises the importance of a short sleep immediately before a return eastbound night flight. With an 1800hr departure from San Francisco after a two-night layover, for example, the nap would allow the pilots to stay fresh for the first half of the flight. His natural body clock, which would then be moving into an active period, should ensure that he is also fully alert for the second half of the journey. The Institute found that, of 13 British Airways pilots sur veyed on the route, 12 normally took a nap before an eastbound flight. Data on sleep patterns was collected from more than 50 volunteers in the four airlines. The crews checked into special "sleep laboratories" instead of hotels at their destinations. Electrodes were attached to record brain activ ity and the findings were compared with "baseline" readings taken in the pilots' home cities. The report notes: "Follow ing westward flights crew members clearly experienced less difficulty obtaining sleep during layovers compared with eastward flights. In fact, following westward flights most subjects fell asleep faster, reported better quality sleep, and slept as long as they did at home." The report adds that the poor quality of sleep after eastward flights, which was often broken into several peri ods, was reflected in increased levels of daytime sleepiness the following day. Jet lag is usually more severe after east- bound sectors because a person's "natural" day is 25hr and he finds it much easier to extend a day (as a pilot would after a westbound flight) than to shorten it. Ace comes up trumps GLASGOW Ace Aviation, which won three route licences and Brit ish Airways grants under the largesse scheme last year, has changed its name to Ace Scot tish European Airways and is looking for aircraft. Ace now has its routes out of Glasgow to Brussels and Hamburg confirmed, but Scandinavian approval for the Gothenburg service is still in the pipeline. Chairman Douglas Baillie hopes that the new airline will be operational by early June. He has discussed buying two McAlpine-owned Jet stream 31s although they are slightly small for Ace's needs. "There's no really suitable aircraft in the UK," says Bail- lie. "We want a pressurised 20-25 seater. The closest thing is a Gulf stream Gl but they are pretty old now." The HS.748 is too big to pioneer new routes, he adds. MARKET PLACE Alitalia has ordered a Boeing 747-200 for delivery in June this year. It is Alitalia's 17th 747, and will be powered by General Electric CF6-50E2 engines. Qantas has ordered a 747-300 with Rolls-Royce RB.211-524D4 upgrade engines for delivery in Decem ber. Danish charter carrier Conair has signed a DKr 570 million ($71 million) deal with SAS for three Airbus A300B4s. The lease deal orig inally negotiated with Aviaco (Flight, February 8, page 9) fell through. The aircraft are scheduled for delivery to Conair during 1987. Dan-Air is buying an Airbus A300B4 from Hapag Lloyd. The aircraft, Dan-Air's first widebody, is due for delivery in December. Until then it will lease an A300 from the German carrier to operate summer charter services to Spain and the Mediterranean, starting May 7. Cathay Pacific has con firmed an order for a Boeing 747-300 for delivery in Febru ary 1987. The aircraft will be Cathay's fourth of the type. The third will be delivered in October this year. Singapore Airlines is considering buying up to 14 Boeing 747-400s. The aircraft will replace some of SIA's older 747-300s. The airline will take delivery of four more -300s in the next 12 months to add to its 12-strong fleet. Dairo Air Services of Uganda is taking delivery of a Boeing 707 freighter this month. •HHNHi MIMgtfftflilP ^ RUNNING PERFECTLY? Now, yes! But what happens when a breakdown occurs? Will it mean a serious budget shortfall? Not if you are covered by our unique Aircraft Engine Breakdown Insurance Policy. Contact us now-Hall and Clarke Insurance Consultants Ltd 67 Park Royal Road London NW10 7JJ Telephone: 01-965 8444 Telex: 945060 FLIGHT INTERNATIONAL, 22 March 1986
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