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a A a A a A a Wt¡ere do you get your numþr from? Well, it conrcs mainly in my head from circadian rype 24-hour studþs to see the panern of the manifestation of the drive to sleep versus the awakening effect of the biological clock. If you're gening outside the 24-hour cycle, then you're going to have periods of greater risk. . . . That assurnes that the individual wakes up as soon as his protected tirne period is over. So in other words, you see a conplirrentary factor: t hours of rest should dictate a l5-hour availability period? Yes. I think nnst people would ag¡ee that would be the ideal. Going beyond that, what is probably the r¡pst geatest points of contention right is tÌte fact that now - the debate between the pilots and the industry operators - the operuors would like to extend this reserve availability period in excess of what you say is 14 or 15 or 16 hours, whatever the case may be, to a larger incrernent, extending that reserve availability period based upon an advarrce notice of a nap oppoftunity. In other words, a pilot corrìes on call al 8:00 am. He is then told at 9:0O a-rn that he is to report for duty 5 hours later. The industry's position is thu the notice constitutes an opportunity for additional rest which then would be utilized to add more restorative energy or analogous to Puning rnore charge into a banery, and then carry that pilot into more of an extended duty period with an additional arr¡ount of time-... up to in certain cas€s 24 hours of duty. What i-s your feeling on that t¡pe of scenario? To rne. that's a recipe for disaster because if you have a responsible. professional pilot - who has a reasonable schedule. - who is not horribly sleep deprived, and who has a fairly stable circadian rhythm, then the likelihood that he can get adequate sleep by trying to nap I think is relatively small. I would not depend on it at all. I would think also to have to do it sort of unexpectedly like this....Oh! Take a nap..-.Only people who are very sleep deprived.... [-et's say I have a lO-hour shep opportunity: l0 p.rn to 8 am. That rneans I'm available for l4 hours unless they fly rne into the next l0 p.rn slot tonight. Could I not get a call say at noon and say instead of you being off tonight at l0 p.rn, we want you to work until seven torþrrow rrnrning but you aren'l going to go to work until I0:00 that night. So they call rne at noon, they give a lGhour notice that I'm not going to have to go to work until l0 hours from noon, so at 2200 I report for work, and they want rr¡e to fly until 0800. So that would be a total of 24 hours from the time I theoretically woke up and I've had a l0-hour notice that I was going to be flying this fatiguing schedule. Would that be safe? A: Well, I wouldn't be on your plane. No. I think that's alrnost insanity in the sense of saying that is safe. First of all, naps can't be depended on - even under ideal circumstances - to get you through this period when the biological clock 22
alerting is gone. when you're alone with your sleep debt so to speak. during the WOCL. There's no way that isn't going to be dangerous. . . . Appendix D, pp. 8-9. 23
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Airline Air Wisconsin Alaska Allegh
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AVIATION RULEMAKING ADVISORY COI\Í
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-..-.-__-^ Another reference is A S
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121 .xxx Reserve Rest (a) (b) (c) P
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12l.xxx Reseme Rest Part II: Pilots
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(2) Rescheduling the beginning of a
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(c) A certiftcate holder may assign
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(d) When there are no other resene
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A Example: Example: For augmented I
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. . . It is important to realize th
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(3) Rescheduling the Protected rime
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with time since awake for all times
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alerting is gone, when you're alone
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circadian lo*'¡here is a very shar
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(d) When there are no other reseme
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a A a A a A We're shooting around t
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V X I q N g d d V
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Table of Contents l.O Crcnerat Prin
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INTRODUCTION PrinciPles and Guideli
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has obtaincd required sle+ will be
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speciñc principles and guidetines
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perfomrance-impairing fatigue. Ther
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2.7 summary overview: Guidelines an
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REPORT DOCU]VI ËNì AI'ION PAUts,
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Uterature Reyiex' An Overvlew of th
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\l'hat Is Fatigue The oblectir.e of
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cf inaction t1'pical of fatigue (Nc
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The orderty planning and sequencing
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mrcrosleeps can also lead to enor o
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\ hen in fact they *'ere in thc pro
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shift *orkers (Colligan & Tepas. 19
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Environmental Factors The ph¡sical
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exrended or reduced ,{,lthough resu
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concluded (hat at least ló hou¡so
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thar re:tncrrng sleep to 5 hor.¡¡
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e\rernal en\rronrrcnt around the24
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L¡,m- and orlad¡ ( 198 I ). in th
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addit¡on murriplc missions and cum
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Augmented Cren's Linle rescarch has
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urnc asle€p and auditory th¡esho
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Denrcnt. \\'. c.. c¿¡skadon. M. 4
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Hamson. Y.. Horne.J. A' (1997)' Sle
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Lun¡.T D..French J.&Mircha.J.L (19
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(Eds.). Ìtiight and Shift \\'ork.
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p,oceedings o_f a sepr,-ntber r99J
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O X-éZlrj¡ú'uÞ
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"Review of propccd flþht d-ury E4l
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'i!îiîri'Jüffi ,['å3åo,ilfi ff
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"Review of proposcd flight d-uty rc
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"Review of proposcd flight dury rcg
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"Rerriew of pmposcd flight duty æg
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"Rcview of proposcd flight d-ury re
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"Review of proposcd flight d-ury rc
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"Revicw of propæcd flight dury rcg
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Remarks by Dr. William Dement to th
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The second thing is that all sleep
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Well, there's an ideal time to slee
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I'm typicallv so sleep depriaed tha
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Coing beyond that, what is probably
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could certainly get the probability
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that WOCL, if you will. Whether it'
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It seems lilce common sense. Fairly
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All sorts of things happen, but the
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Fatigue, Alcohol and Perforrnance I
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taj X-VZFJ¡ÉFúÞ
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TNTRODUCTION The rcgative ::-pa:i o
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}IETHOD Subjccts Tweuty-two partici
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Druing test sessions, subjects were
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(t:00em¡:esing sesslcn of each con
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P€rformance pruErneter \Àas asso
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irnpaircd by apprcx:raarely 6 87ó
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-+-.r more complex neurobcbsvior¡r
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A rurth:r expla:ration for thc dtff
Page 148 and 149: REFERE]{CES Angus, R.G. and Heslegn
Page 150 and 151: Mullaney, D.J., Kripkc, D.F., Flec&
Page 152 and 153: TABLE I Summary of li¡ea¡ rgessio
Page 154 and 155: e ;U tr E.2 I 6 o 8.6 ¡u l z-¿ -1
Page 156 and 157: t) 2 a E e ê. 1) G C () 'l I 1 -¡
Page 158 and 159: I I äãË 's.8 ¡ Zã¿ .- , ¡r
Page 160 and 161: Crev. tattgue tactors m a\nauon ac
Page 162: Cre'., fattgue tactors tn auarlon a
Page 165 and 166: AIR CARRIER OPERATIONS ISSUES GROUP
Page 167 and 168: L AIR LINE PILOTS 535 HEFìNDON PAF
Page 169 and 170: Economic Impact Industr.v/managemen
Page 171 and 172: Daæ: Februarl' l, 1999 To: Air Ca
Page 173 and 174: ARAC WORKING GROUP PILOT MEMBERS SU
Page 175 and 176: Airline Air Wisconsin Alaska Allegh
Page 177 and 178: AVIATION RULEMAKING ADVISORY CONÍM
Page 179 and 180: Another reference is A Sci¿n¡ific
Page 181 and 182: l2l.xxx Reserve Rest PART I: PROPOS
Page 183 and 184: Part II: Pilots' Proposal with Inte
Page 185 and 186: (2) Rescheduling the beginning of a
Page 187 and 188: (c) A certiftcate holder may assign
Page 189 and 190: (d) When therc ore no olher resene
Page 191 and 192: A Example: Example: For augmented I
Page 193 and 194: . . . It is importanr to realize th
Page 195 and 196: t (3) Rescheduling the Protected Ti
Page 197: with tirne since awake for all time
Page 201 and 202: circadian low there is a very sharp
Page 203 and 204: t (d) When lhere are no other reser
Page 205 and 206: Q: We're shooting a¡ound the subje
Page 208 and 209: a o a
Page 210 and 211: Teblc of Contents 1.0 -'i.iéi;;,t;
Page 212 and 213: - Ch¡.lleugç to Human Pbysiologr
Page 214 and 215: ¡s ob¡ai¡rcd required sle+ *ill
Page 216 and 217: spcciñc prirriptes and guidclincs
Page 218 and 219: pcrformancc-impairing fatig.ß Tlpr
Page 220 and 221: 2.? Summary Overview: Guidelines ¡
Page 222: REPORT DOCUMENTATION PAGE Fotn 49a6
Page 225 and 226: I)teralure R¿r ¡e x An Ovcrvtew o
Page 227 and 228: \t'h¡t ls Fatigue The ob¡ccti'e o
Page 229 and 230: Sccrcury Ron Brown funher illustrar
Page 231 and 232: The orderly planning and sequencing
Page 233 and 234: mlcrosleeps can also lead to enor o
Page 235 and 236: \Ahcn in fact thcy r¡'erc in t5c p
Page 237 and 238: shift uorken (Colligan & Tepas. l9t
Page 239 and 240: Environmentel Factots The phrsic¡l
Page 241 and 242: ex¡cnded or reduced. Although resu
Page 243 and 244: conclu,Jed rhar at lcast l6 hor¡n
Page 245 and 246: that re:tnctrng slecp to 5 hou¡s p
Page 247 and 248: errernsl en\rronrEnt afound rhe 24
Page 249 and 250:
L¡m- e¡¡,J orlad) ( lggl). in rh
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addiúon multiplc missions and cumu
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.\ugrnented Crews Linlc resca¡ch h
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unÉ aslecP and auditor)'th¡eshold
Page 257 and 258:
Derrrnr. \\' C.. C¿¡skadon. M A"
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H¡¡rison. Y. Horne.J. A. t1997).
Page 261 and 262:
Lun¡.T D..French.J.&Mi¡cha.J L rl
Page 263 and 264:
Eds ). Night and Shrft tt'ork' P-.\
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p,oceedtngs o-f o Septrntber l99J l
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A SCMTSTTHC Rg\ÆW OF PNOPOSSP RTCU
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"Review of proposcd ftiSht d-ury tr
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"Rernew of proposcd flight dury rcg
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ff îíä?'effi ,trslågr'f#J"iTö'
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'*îïä?'Jüffi ,['å3å'üitr#.i"
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"Review of proposcd flighr dury reg
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'l,cview of propæcd ftight d-ury r
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"Rcview of proposcd flight duty rcg
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Remarks by Dr. William Dement to th
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Well, there's an ideal time to slee
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I wanted to say three or four thing
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So those are the three main things.
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-fact thnt t hours nny be adequate
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you tolerate before you have a micr
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do some studies and vou can demonst
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First of all, why does he have to r
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cognitive psychomotor perforrnance
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SUMMARY The present study systemati
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t, While this initial study clearly
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The simple sensory comparison task
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eathalyser (Lion Alcolrneter S-D2,
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RESULTS Alcohol Intoxication Condit
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DISCUSSION In the present study mod
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alcohol intoxication and sustained
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Participants may explain, at least
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sustained wakefulness and actual dr
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Fiorica, V., Higgins. E.4.. Iampiet
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TABLE f . Summary of ANOVA results
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.l) H^ .o -5 q, R -to It E .I.5 ax
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o0 c .ð -5 o P -10 ..A ã e o1 -t5
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Êro .l Ë € rn o- À IÞ -( -ro
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'. rev, ¡atlguc Iaclot> úr dv¡ô
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Cre t lattgue laflors m allatlon ac
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INTERNATIONAL BROTHERHOOD OF TEAMST
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PROPOSED REGULATORY LANGUAGE 121.xx
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ARAC RESERVE DUTY WORKING GROUP IND
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ARAC Reserve Duty' Worbng Group Ind
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AR,{'C Rescn'e Dutv Work¡ng Group
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AR.AC Resen e Dut¡' Workrng Group
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proposal includes a provision that
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Rest Period: ARAC Reserve Duty and
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Attachment 2 Alternative Reserve Du
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ARAC Flight Crew Reserve Time Worki
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NATIONAL AIR TRANSPORTATION ASSOCIA
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January 15, 1999 Pnrlrous REsr Foll
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t4910-131 DEPARÍÌ{ENT OF TRAI{SPO
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Admlnístrator finds necesSary for
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similar language is contained in Se
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Rest Period: ATA Proposed Reserve R
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i I t-. :.-::l '!i¡9 ';:r Mr. Dona
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ALPA's HANGAR Page 1 of2 Volume 6,
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Letter: FAA Interpretation of FAR 1
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Letter: FAA Interpretation of FAR l
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Letter: FAA Interpretation of FAR 1
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submission - Independent Pilots Association

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