ABSTRACT

Controlled Rest (CR) refers to a short, unscheduled, voluntary nap opportunity taken by pilots on the flight deck as a countermeasure to unanticipated fatigue in flight. This study explores the profile of CR use in a long-haul commercial airline. Forty-four pilots wore actiwatches and filled in an application-based sleep/work diary for approximately 2 weeks resulting in complete records from 239 flights. Timing of sleep periods and flight schedules were analyzed relative to home-base time. Pearson correlations were used to assess the influence of pilot demographics on CR use. A mixed-effects logistic regression was used to analyze the impact of schedule factors on CR. CR was taken on 46% (n = 110) of flights, with 80% (n = 106/133) of all CR attempts (accounting for multiple CR attempts on 23 flights) estimated by actigraphy to have successfully achieved sleep. Average sleep duration during successful rest periods was estimated as 31.7 ± 12.2 min. CR was more frequent on 2-pilot (69%, n = 83) vs. >2-pilot flights (23%, n = 27); return (60%, n = 71) vs. outbound flights (33%, n = 39); night (55%, n = 76) vs. day flights (34%, n = 34); and <10 h (63%, n = 80) vs. >10 h duration flights (27%, n = 30) (all p ≤ 0.001). There was no significant difference for direction of travel (eastbound: 51%, n = 57; westbound: 40%, n = 44; p = .059). Of note, 22% (n = 26) of augmented flights contained both CR and bunk rest. Data from this airline show that CR is most commonly used on flights with 2-pilot crews (<10 h duration) and nighttime flights returning to base. Future studies are required to determine the generalizability of these results to other airlines.

摘要

受控休息（CR）是指飞行员在驾驶舱上采取的短暂的，计划外的自愿小睡机会，以应对飞行中意外的疲劳。这项研究探讨了远程商业航空公司中CR的使用情况。四十四名飞行员戴着运动手表，并填写了基于应用的睡眠/工作日记，历时约2周，从239个航班中获得了完整的记录。相对于家庭时间分析了睡眠时间和飞行时间表的时间。皮尔逊相关系数用于评估飞行员人口统计学对CR使用的影响。使用混合效应逻辑回归分析时间表因素对CR的影响。在46％（n = 110）的航班上执行了CR，手写体估计所有CR尝试（占23个航班的多次CR尝试）的80％（n = 106/133）已成功实现睡眠。成功休息期间的平均睡眠时间估计为31.7±12.2分钟。2飞行员航班CR发生率更高（69％，n = 83），而2飞行员航班CR发生率更高（23％，n = 27）；返程（60％，n = 71）与出站航班（33％，n = 39）; 夜间（55％，n = 76）与白天的航班（34％，n = 34）；和<10小时（63％，n = 80）与> 10小时的持续飞行（27％，n = 30）（所有p≤0.001）。行进方向没有显着差异（向东：51％，n = 57；向西：40％，n = 44；出港航班（33％，n = 39）；夜间（55％，n = 76）与白天的航班（34％，n = 34）；和<10小时（63％，n = 80）与持续时间超过10小时的飞行（27％，n = 30）（所有p≤0.001）。行进方向没有显着差异（向东：51％，n = 57；向西：40％，n = 44；出港航班（33％，n = 39）；夜间（55％，n = 76）与白天的航班（34％，n = 34）；和<10小时（63％，n = 80）与持续时间超过10小时的飞行（27％，n = 30）（所有p≤0.001）。行进方向没有显着差异（向东：51％，n = 57；向西：40％，n = 44；p = .059）。值得注意的是，22％（n = 26）的增值航班同时包含CR和铺位休息。该航空公司的数据显示，CR最常用于由2名飞行员组成的机组（持续时间少于10小时）和夜间返回基地的航班。需要进一步的研究来确定这些结果对其他航空公司的普遍性。