Early starts and late finishes both reduce alertness and performance among short-haul airline pilots.
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ABSTRACT:
SUBMITTER: Arsintescu L
PROVIDER: S-EPMC9286802 | biostudies-literature |
REPOSITORIES: biostudies-literature
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Project description:Pilots undergo a variety of stressors that may affect their performance during all phases of flight. Heart rate variability (HRV) has been considered as a reliable indicator of the parasympathetic and sympathetic activities of human autonomic nervous system, which can be used to characterize the sympathetic stress response of pilots during flight. In this study, thirty active commercial airline pilots were recruited to fly three flight segments in a Federal Aviation Administration (FAA)-certified A320 flight simulator with each segment at a different carbon dioxide (CO?) concentration on the flight deck. The pilots performed a series of maneuvers of varying difficulty, and their performance was evaluated by FAA designated pilot examiners. The HRV metrics (SDNN, RMSSD and LF/HF ratio) of each pilot both before and during flight simulations were measured with a Movisens EcgMove3 sensor. The average SDNN, RMSSD and LF/HF ratio of the pilots during flight simulations were 34.1 ± 12.7 ms, 23.8 ± 10.2 ms and 5.7 ± 2.8 respectively. Decreased HRV was associated with aging, obesity and performing difficult maneuvers. Both CO? exposure and HRV had an independent effect on the pilot performance, while their interaction was not significant. The generalized additive mixed effect model results showed that a pilot performed better on a maneuver when his stress response was lower, as indicated by higher SDNN and RMSSD and lower LF/HF ratio. An interquartile range (IQR) increase in SDNN (21.97 ms) and RMSSD (16.00 ms) and an IQR decrease in LF/HF ratio (4.69) was associated with an increase in the odds of passing a maneuver by 37%, 22% and 20%, respectively.
| S-EPMC6352143 | biostudies-literature
Project description:This work aimed to determine daytime sleepiness and sleep complaints prevalence and the corresponding influence on perceived fatigue and to evaluate the influence of sociodemographic parameters and labour variables on sleep complaints, sleepiness and fatigue. A questionnaire was developed including socio-economic and labour issues and instruments, focused in sleep and fatigue. The response rate was 32% and the final sample had 435 pilots. The prevalence of sleep complaints was 34.9%, daytime sleepiness 59.3% and fatigue 90.6%. The high prevalence of sleep complaints, sleepiness and fatigue was disclosed in pilots, with those who fly short/medium having an added risk of fatigue.
| S-EPMC5021958 | biostudies-literature
Project description:BackgroundA considerable percentage of flight crew reports to be fatigued regularly. This is partly caused by irregular and long working hours and the crossing of time zones. It has been shown that persistent fatigue can lead to health problems, impaired performance during work, and a decreased work-private life balance. It is hypothesized that an intervention consisting of tailored advice regarding exposure to daylight, optimising sleep, physical activity, and nutrition will lead to a reduction of fatigue in airline pilots compared to a control group, which receives a minimal intervention with standard available information.Methods/designThe study population will consist of pilots of a large airline company. All pilots who posses a smartphone or tablet, and who are not on sick leave for more than four weeks at the moment of recruitment, will be eligible for participation.In a two-armed randomised controlled trial, participants will be allocated to an intervention group that will receive the tailored advice to optimise exposure to daylight, sleep, physical activity and nutrition, and a control group that will receive standard available information. The intervention will be applied using a smartphone application and a website, and will be tailored on flight- and participant-specific characteristics. The primary outcome of the study is perceived fatigue. Secondary outcomes are need for recovery, duration and quality of sleep, dietary and physical activity behaviours, work-private life balance, general health, and sickness absence. A process evaluation will be conducted as well. Outcomes will be measured at baseline and at three and six months after baseline.DiscussionThis paper describes the development of an intervention for airline pilots, consisting of tailored advice (on exposure to daylight and sleep-, physical activity, and nutrition) applied into a smartphone application. Further, the paper describes the design of the randomised controlled trial evaluating the effect of the intervention on fatigue, health and sickness absence. If proven effective, the intervention can be applied as a new and practical tool in fatigue management. Results are expected at the end of 2013.Trial registrationNetherlands Trial Register: NTR2722.
| S-EPMC3765738 | biostudies-literature
Project description:ObjectiveThe cockpit workplace of airline pilots is a noisy environment. This study examines the hearing thresholds of pilots with respect to ambient noise and communication sound.MethodsThe hearing of 487 German pilots was analysed by audiometry in the frequency range of 125?Hz-16?kHz in varying age groups. Cockpit noise (free-field) data and communication sound (acoustic manikin) measurements were evaluated.ResultsThe ambient noise levels in cockpits were found to be between 74 and 80?dB(A), and the sound pressure levels under the headset were found to be between 84 and 88?dB(A).The left-right threshold differences at 3, 4 and 6?kHz show evidence of impaired hearing at the left ear, which worsens by age.In the age groups <40/?40 years the mean differences at 3?kHz are 2/3?dB, at 4?kHz 2/4?dB and at 6?kHz 1/6?dB.In the pilot group which used mostly the left ear for communication tasks (43 of 45 are in the older age group) the mean difference at 3?kHz is 6?dB, at 4?kHz 7?dB and at 6?kHz 10?dB. The pilots who used the headset only at the right ear also show worse hearing at the left ear of 2?dB at 3?kHz, 3?dB at 4?kHz and at 6?kHz. The frequency-corrected exposure levels under the headset are 7-11?dB(A) higher than the ambient noise with an averaged signal-to-noise ratio for communication of about 10?dB(A).ConclusionsThe left ear seems to be more susceptible to hearing loss than the right ear. Active noise reduction systems allow for a reduced sound level for the communication signal below the upper exposure action value of 85?dB(A) and allow for a more relaxed working environment for pilots.
| S-EPMC5777454 | biostudies-literature
Project description:ImportanceAirline pilots and cabin crew are occupationally exposed to higher levels of cosmic and UV radiation than the general population, but their risk of developing melanoma is not yet established.ObjectiveTo assess the risk of melanoma in pilots and airline crew.Data sourcesPubMed (1966 to October 30, 2013), Web of Science (1898 to January 27, 2014), and Scopus (1823 to January 27, 2014).Study selectionAll studies were included that reported a standardized incidence ratio (SIR), standardized mortality ratio (SMR), or data on expected and observed cases of melanoma or death caused by melanoma that could be used to calculate an SIR or SMR in any flight-based occupation.Data extraction and synthesisPrimary random-effect meta-analyses were used to summarize SIR and SMR for melanoma in any flight-based occupation. Heterogeneity was assessed using the χ2 test and I2 statistic. To assess the potential bias of small studies, we used funnel plots, the Begg rank correlation test, and the Egger weighted linear regression test.Main outcomes and measuresSummary SIR and SMR of melanoma in pilots and cabin crew.ResultsOf the 3527 citations retrieved, 19 studies were included, with more than 266 431 participants. The overall summary SIR of participants in any flight-based occupation was 2.21 (95% CI, 1.76-2.77; P < .001; 14 records). The summary SIR for pilots was 2.22 (95% CI, 1.67-2.93; P = .001; 12 records). The summary SIR for cabin crew was 2.09 (95% CI, 1.67-2.62; P = .45; 2 records). The overall summary SMR of participants in any flight-based occupation was 1.42 (95% CI, 0.89-2.26; P = .002; 6 records). The summary SMR for pilots was 1.83 (95% CI, 1.27-2.63, P = .33; 4 records). The summary SMR for cabin crew was 0.90 (95% CI, 0.80-1.01; P = .97; 2 records).Conclusions and relevancePilots and cabin crew have approximately twice the incidence of melanoma compared with the general population. Further research on mechanisms and optimal occupational protection is needed.
| S-EPMC4482339 | biostudies-literature
Project description:ObjectiveNight flights might aggravate sleep disorders among aging airline pilots, posing a threat to flight safety. In this study, we assess the prevalence of sleep disorders as well as the combined effects of night flight duration and aging on sleep disorders.MethodA cross-sectional study was conducted between July and December, 2021. Participants were recruited from a commercial airline. Sleep disorders were evaluated using the Pittsburgh Sleep Quality Index (PSQI). The interaction effect of night flight duration and age on sleep disorders and their correlates were examined using logistic regression models.ResultsIn total, 1,208 male airline pilots were included in the study, with a median age of 34 (interquartile range [IQR]: 29-39) years. The overall prevalence of sleep disorders was 42.6%. The multivariate logistic regression identified an interaction between night flight duration and age on sleep disorders (adjusted odds ratio [aOR] of the interaction term was 5.85 95% CI: 2.23-15.34 for age ≥ 45 years; 1.96 95% CI:1.01-3.81 for the age group 30-44 years). Longer night flight duration (aOR: 4.55; 95%CI: 1.82-11.38) and body mass index (BMI) ≥28.0 kg/m2 (aOR: 0.16; 95% CI: 0.03-0.91) were significantly associated with sleep disorders in participants aged ≥45 years. Hyperuricemia (aOR: 1.54; 95% CI: 1.09-2.16) and regular exercise (aOR: 0.23; 95% CI: 0.08-0.70) were significantly associated with sleep disorders in the 30-44 years age group.ConclusionThe mean monthly night flight duration and aging had a synergistic effect on airline pilots' sleep disorders, implying an aging and work-related mechanistic pathogenesis of sleep disorders in airline pilots that requires additional exploration and intervention.
| S-EPMC10513407 | biostudies-literature
Project description:PurposeThe aim of this study was to evaluate the efficacy of a 17-week, 3-component lifestyle intervention for enhancing health behaviors during the coronavirus disease 2019 (COVID-19) pandemic.MethodsA parallel-group (intervention and control) study was conducted amongst 79 airline pilots over a 17-week period during the COVID-19 pandemic. The intervention group (n = 38) received a personalized sleep, dietary, and physical activity (PA) program. The control group (n = 41) received no intervention. Outcome measures for sleep, fruit and vegetable intake, PA, and subjective health were measured though an online survey before and after the 17-week period. The changes in outcome measures were used to determine the efficacy of the intervention.ResultsSignificant main effects for time × group were found for International Physical Activity Questionnaire-walk (p = 0.02) and for all other outcome measures (p < 0.01). The intervention group significantly improved in sleep duration (p < 0.01; d = 1.35), Pittsburgh Sleep Quality Index score (p < 0.01; d = 1.14), moderate-to-vigorous PA (p < 0.01; d = 1.44), fruit and vegetable intake (p < 0.01; d = 2.09), Short Form 12v2 physical score (p < 0.01; d = 1.52), and Short Form 12v2 mental score (p < 0.01; d = 2.09). The control group showed significant negative change for sleep duration, Pittsburgh Sleep Quality Index score, and Short Form 12v2 mental score (p < 0.01).ConclusionResults provide preliminary evidence that a 3-component healthy sleep, eating, and PA intervention elicit improvements in health behaviors and perceived subjective health in pilots and may improve quality of life during an unprecedented global pandemic.
| S-EPMC7957121 | biostudies-literature
Project description:PurposeTo assess changes in short-term maximal performance, alertness, dietary intake, sleep pattern and mood states of physically active young men before (BR), during and after Ramadan observance.MethodsTwelve physically-active men (age: 21.9±2.4yrs, height:1.77±0.09m, body-mass: 72.6±7.8kg, exercising: ≥3h/week) performed the 5-jump and the digit-cancellation (alertness) tests 15-days BR, on the first (FR) and last 10-days of Ramadan (ER) and 10-days (AR10) and 20-days (AR20) after Ramadan. During each period, sleep pattern (Pittsburgh-Sleep-Quality-Index (PSQI)), mood states (Profile-of-Mood-States (POMS)) and dietary intake were recorded.ResultsNo significant changes in the 5-jump, digit-cancellation test and POMS parameters appeared during and after Ramadan relative to BR. However, the PSQI total score was lower during FR compared to AR10 (p<0.001). Specifically, the subjective sleep quality was lower (i) at BR compared to FR (p<0.05), AR10 (p<0.01) and AR20 (p<0.01) and (ii) at ER and AR20 compared to FR (p<0.05). The sleep duration (i) increased at FR (p<0.05) and (ii) decreased at AR10 (p<0.01) and AR20 (p<0.05) compared to BR. Sleep disturbances were significantly greater (i) at BR compared to FR (p<0.01), ER (p<0.01), AR10 (p<0.05) and AR20 (p<0.05) and (ii) at AR10 and AR20 compared to FR and ER (p<0.05). In terms of diet, the fractional contribution of carbohydrate (%) was lower and the dietary fat content (g) was higher during ER than AR10 and AR20 (p<0.05). Further, the dietary protein (in %) was significantly lower during FR compared to BR (p<0.01), ER (p<0.05), AR10 (p<0.05) and AR20 (p<0.05).ConclusionRamadan had no-adverse effects on the 5-jump performance, alertness, or mood states in physically active young men. However, the sleep duration was shorter and the sleep quality was improved following compared to during Ramadan. The fractional intake of fat also increased at the expense of carbohydrate during Ramadan, and the protein intake was lower at the beginning of Ramadan than before, at the end of and after Ramadan.
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Project description:The microclimate of an airline cabin consists of dry, recirculated, and cool air, which is maintained at lower pressure than that found at sea level. Being exposed to this distinctive, encapsulated environment for prolonged durations, together with the short-term chair-rest immobilization that occurs during long-haul flights, can trigger distinct and detrimental reactions to the human body. There is evidence that long-haul flights promote fluid shifts to the lower extremity and induce changes in blood viscosity which may accelerate dehydration, possibly compromising an athlete's potential for success upon arrival at their destination. Surprisingly, and despite several recent systematic reviews investigating the effects of jet lag and transmeridian travel on human physiology, there has been no systematic effort to address to what extent hypohydration is a (health, performance) risk to travelers embarking on long journeys. This narrative review summarizes the rationale and evidence for why the combination of fluid balance and long-haul flight remains a critically overlooked issue for traveling persons, be it for health, leisure, business, or in a sporting context. Upon review, there are few studies which have been conducted on actual traveling athletes, and those that have provide no real evidence of how the incidence rate, magnitude, or duration of acute dehydration may affect the general health or performance of elite athletes.
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Project description:Shift work is associated with impaired alertness and performance due to sleep loss and circadian misalignment. This study examined sleep between shift types (day, evening, night), and alertness and performance during day and night shifts in 52 intensive care workers. Sleep and wake duration between shifts were evaluated using wrist actigraphs and diaries. Subjective sleepiness (Karolinska Sleepiness Scale, KSS) and Psychomotor Vigilance Test (PVT) performance were examined during day shift, and on the first and subsequent night shifts (3rd, 4th or 5th). Circadian phase was assessed using urinary 6-sulphatoxymelatonin rhythms. Sleep was most restricted between consecutive night shifts (5.74 ± 1.30 h), consecutive day shifts (5.83 ± 0.92 h) and between evening and day shifts (5.20 ± 0.90 h). KSS and PVT mean reaction times were higher at the end of the first and subsequent night shift compared to day shift, with KSS highest at the end of the first night. On nights, working during the circadian acrophase of the urinary melatonin rhythm led to poorer outcomes on the KSS and PVT. In rotating shift workers, early day shifts can be associated with similar sleep restriction to night shifts, particularly when scheduled immediately following an evening shift. Alertness and performance remain most impaired during night shifts given the lack of circadian adaptation to night work. Although healthcare workers perceive themselves to be less alert on the first night shift compared to subsequent night shifts, objective performance is equally impaired on subsequent nights.
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