Lora J. Wu

Effects of sleep/wake history and circadian phase on proposed pilot fatigue safety performance indicators

The Karolinska Sleepiness Scale and Samn–Perelli fatigue ratings, and psychomotor vigilance task performance are proposed as measures for monitoring commercial pilot fatigue. In laboratory studies, they are sensitive to sleep/wake history and circadian phase. The present analyses examined whether they reliably reflect sleep/wake history and circadian phase during transmeridian flight operations. Data were combined from four studies (237 pilots, 730 out‐and‐back flights between 13 city pairs, 1–3‐day layovers). Sleep was monitored (wrist actigraphy, logbooks) before, during and after trips. On duty days, sleepiness, fatigue and mean response speed were measured pre‐flight and at the top of the descent. Mixed‐model analysis of variance examined associations between these measures and sleep/wake history, after controlling for operational factors. Circadian phase was approximated by local (domicile) time in the city where each trip began and ended. More sleep in the 24 h prior to duty was associated with lower pre‐flight sleepiness and fatigue and faster response speed. Sleepiness and fatigue were greater before flights departing during the domicile night and early morning. At the top of the descent, pilots felt less sleepy and fatigued after more in‐flight sleep and less time awake. Flights arriving in the early–mid‐morning (domicile time) had greater sleepiness and fatigue and slower response speeds than flights arriving later. Subjective ratings showed expected associations with sleep/wake history and circadian phase. The response speed showed expected circadian variation but was not associated with sleep/wake history at the top of the descent. This may reflect moderate levels of fatigue at this time and/or atypically fast responses among pilots.

Occupational sleep medicine Practice and promise

Occupational sleep medicine is a new field within sleep medicine. Occupational sleep medicine applies (1) the science of sleep, frequently as instantiated into mathematical modeling; (2) the tactics, techniques, and procedures of sleep and performance measurement in the operational environment; and (3) the clinical practice of sleep medicine to reduce the risks of poor performance, lost productivity, and error, incident, and accident in the workplace. As envisioned here, occupational sleep medicine will play a crucial role in fatigue risk management to, in the short term, improve performance, productivity, and safety and in the longer term improve worker health and well-being.

An exploration of the utility of mathematical modeling predicting fatigue from sleep/wake history and circadian phase applied in accident analysis and prevention: The crash of Comair Flight 5191

On 27 August 2006 at 0606 eastern daylight time (EDT) at Bluegrass Airport in Lexington, KY (LEX), the flight crew of Comair Flight 5191 inadvertently attempted to take off from a general aviation runway too short for their aircraft. The aircraft crashed killing 49 of the 50 people on board. To better understand this accident and to aid in preventing similar accidents, we applied mathematical modeling predicting fatigue-related degradation in performance for the Air Traffic Controller on-duty at the time of the crash. To provide the necessary input to the model, we attempted to estimate circadian phase and sleep/wake histories for the Captain, First Officer, and Air Traffic Controller. We were able to estimate with confidence the circadian phase for each. We were able to estimate with confidence the sleep/wake history for the Air Traffic Controller, but unable to do this for the Captain and First Officer. Using the sleep/wake history estimates for the Air Traffic Controller as input, the mathematical modeling predicted moderate fatigue-related performance degradation at the time of the crash. This prediction was supported by the presence of what appeared to be fatigue-related behaviors in the Air Traffic Controller during the 30 min prior to and in the minutes after the crash. Our modeling results do not definitively establish fatigue in the Air Traffic Controller as a cause of the accident, rather they suggest that had he been less fatigued he might have detected Comair Flight 5191s lining up on the wrong runway. We were not able to perform a similar analysis for the Captain and First Officer because we were not able to estimate with confidence their sleep/wake histories. Our estimates of sleep/wake history and circadian rhythm phase for the Air Traffic Controller might generalize to other air traffic controllers and to flight crew operating in the early morning hours at LEX. Relative to other times of day, the modeling results suggest an elevated risk of fatigue-related error, incident, or accident in the early morning due to truncated sleep from the early start and adverse circadian phase from the time of day. This in turn suggests that fatigue mitigation targeted to early morning starts might reduce fatigue risk. In summary, this study suggests that mathematical models predicting performance from sleep/wake history and circadian phase are (1) useful in retrospective accident analysis provided reliable sleep/wake histories are available for the accident personnel and, (2) useful in prospective fatigue-risk identification, mitigation, and accident prevention.

Are Academic Departments Perceived as Learning Organizations

Higher education institutions need to be able to adapt to changes, which requires flexibility and learning. Researchers have questioned whether higher education institutions are learning organizations, a concept of which university faculty have been traditionally skeptical. This article describes a study of faculty perceptions about their departments as learning organizations and departmental culture. The Dimensions of the Learning Organization Questionnaire was adapted for faculty member use and administered via an online survey tool. Participants were 59 faculty of 663 contacted from public and private colleges and universities in Washington and Idaho. Results revealed men reporting more opportunity for individual and continuous learning than women, and faculty members at 4-year private institutions reported a more positive learning culture and more empowerment than faculty at the other types of institutions. Results are discussed and future research is proposed.

Pilot fatigue: relationships with departure and arrival times, flight duration, and direction

INTRODUCTION Flight timing is expected to influence pilot fatigue because it determines the part of the circadian body clock cycle that is traversed during a flight. However the effects of flight timing are not well-characterized because field studies typically focus on specific flights with a limited range of departure times and have small sample sizes. The present project combined data from four studies, including 13 long-range and ultra-long range out-and-back trips across a range of departure and arrival times (237 pilots in 4-person crews, 730 flight segments, 1-3 d layovers). METHODS All studies had tripartite support and underwent independent ethical review. Sleep was monitored (actigraphy) from 3 d prior to ≥ 3 d post-trip. Preflight and at top of descent (TOD), pilots rated their sleepiness (Karolinska Sleepiness Scale) and fatigue (Samn-Perelli scale), and completed a psychomotor vigilance task (PVT) test. Mixed model ANOVA identified independent associations between fatigue measures and operational factors (domicile times of departure and arrival, flight duration and direction, landing versus relief crew). RESULTS Preflight subjective fatigue and sleepiness were lowest for flights departing 14:00-17:59. Total in-flight sleep was longest on flights departing 18:00-01:59. At TOD, fatigue and sleepiness were higher and PVT response speeds were slower on flights arriving 06:00-09:59 than on flights arriving later. PVT response speed at TOD was also faster on longer flights. DISCUSSION The findings indicate the influence of flight timing (interacting with the circadian body clock cycle), as well as flight duration, on in-flight sleep and fatigue measures at TOD.

Predicting drug court outcome among amphetamine-using participants

Amphetamine use and abuse carry with it substantial social costs. Although there is a perception that amphetamine users are more difficult to treat than other substance users, drug courts have been used to effectively address drug-related crimes and hold the potential to lessen the impact of amphetamine abuse through efficacious treatment and rehabilitation. The objective of this study was to identify predictors of drug court outcome among amphetamine-using participants. A drug court database was obtained (N = 540) and amphetamine-using participants (n= 341) identified. Multivariate binary regression models run for the amphetamine-using participants identified being employed and being a parent as predictive of successful completion of the program, whereas being sanctioned to jail during the program was inversely related to program completion.

Does the circadian clock drift when pilots fly multiple transpacific flights with 1- to 2-day layovers?

ABSTRACT On trips with multiple transmeridian flights, pilots experience successive non-24 h day/night cycles with circadian and sleep disruption. One study across a 9-day sequence of transpacific flights (no in-flight sleep, 1-day layovers between flights) reported an average period in the core body temperature rhythm of 24.6 h (circadian drift). Consequently, pilots were sometimes flying through the circadian performance nadir and had to readapt to home base time at the end of the trip. The present study examined circadian drift in trip patterns with longer flights and in-flight sleep. Thirty-nine B747-400 pilots (19 captains, 20 first officers, mean age = 55.5 years) were monitored on 9- to 13-day trips with multiple return flights between East Coast USA and Japan (in 4-pilot crews) and between Japan and Hawaii (in 3-pilot crews), with 1-day layovers between each flight. Measures included total in-flight sleep (actigraphy, log books) and top of descent (TOD) measures of sleepiness (Karolinska Sleepiness Scale), fatigue (Samn–Perelli Crew Status Check) and psychomotor vigilance task (PVT) performance. Circadian rhythms of individual pilots were not monitored. To detect circadian drift, mixed-model analysis of variance examined whether for a given flight, total in-flight sleep and TOD measures varied according to when the flight occurred in the trip sequence. In addition, sleep propensity curves for pre-trip and post-trip days were examined (Chi-square periodogram analyses). Limited data suggest that total in-flight sleep of relief crew at landing may have decreased across successive East Coast USA–Japan (flights 1, 3, 5 or 7; median arrival 03:45 Eastern Daylight Time (EDT)). However, PVT response speed at TOD was faster on East Coast USA–Japan flights later in the trip. On these flights, circadian drift would result in flights later in the trip landing closer to the evening wake maintenance zone, when sleep is difficult and PVT response speeds are fastest. On Japan–East Coast USA flights (flights 2, 4, 6 or 8; median arrival time 14:52 EDT), PVT response speeds were slower on flight 8 than on flight 2. Circadian drift would move these arrivals progressively earlier in the SCN pacemaker cycle, where PVT response speeds are slower. Across the five post-trip days, 12 pilots (Group A) immediately resumed their pre-trip sleep pattern of a single nocturnal sleep episode; 9 pilots (Group B) had a daytime nap on most days that moved progressively earlier until it merged with nocturnal sleep and 17 pilots (Group C) had nocturnal sleep and intermittent naps. Chi-square periodogram analyses of the sleep propensity curves for each group across baseline and post-trip days suggest full adaptation to EDT from post-trip day 1 (dominant period = 24 h). However, in Groups B and C, the patterns of split sleep post-trip compared to pre-trip suggest that this may be misleading. We conclude that the trends in total in-flight sleep and significant changes in PVT performance speed at TOD provide preliminary evidence for circadian drift, as do persistent patterns of split sleep post-trip. However, new measures to track circadian rhythms in individual pilots are needed to confirm these findings.

Sleepiness and cognitive performance among younger and older adolescents across a 28-hour forced desynchrony protocol

STUDY OBJECTIVES Quantify the homeostatic and circadian effects on sleepiness and performance of adolescents. Examine age-related changes in homeostatic and circadian regulation of sleepiness and performance by comparing younger and older adolescent groups. DESIGN Three-week laboratory study including 12 cycles of a 28-h forced desynchrony protocol. SETTING Controlled laboratory environment with individual sleep and performance testing rooms and shared common areas. PARTICIPANTS Twenty-seven healthy adolescents including 16 females. Ages ranged from 9.6-15.2 years and participants were split into younger (n = 14 ages 9-12) and older (n = 13 ages 13-15) groups based on median age split of 13.0 years. INTERVENTIONS N/A. MEASUREMENTS AND RESULTS Testing occurred every 2 h during scheduled wake periods. Measures included sleep latency during repeated nap opportunities and scores from a computerized neurobehavioral assessment battery including a 10-min psychomotor vigilance task, a digit symbol substitution task, and the Karolinska Sleepiness Scale. Significant main effects of circadian and homeostatic factors were observed, as well as several circadian and homeostatic interaction effects. Age group did not have a significant main effect on sleep and performance data. A significant interaction of circadian phase and age group was found for sleep latency, with younger adolescents showing greater circadian modulation than older teens during the circadian night. CONCLUSIONS Adolescents demonstrated a similar pattern of response to forced desynchrony as reported for adults. Sleepiness and performance were affected by homeostatic and circadian factors, and age group did not interact with homoeostatic and circadian factors for subjective sleepiness and most performance metrics. Younger adolescents had a shorter latency to sleep onset than older during the circadian bin spanning 4 to 8 h after the onset of melatonin secretion.

A Research-Practice Partnership for Enhancing Drug Court Effectiveness

&NA; Research and practice partnerships that focus on substance use and criminal justice are necessary to address the needs and concerns of substance users, their families, and the community. Such partnerships are complex and therefore create challenges in implementing research that is simultaneously relevant and rigorous. This article describes a developing research‐practice community‐based partnership that guides several related research studies. Lessons learned, implications for nursing, and practical recommendations for others in forming such partnerships are offered.

Subjective Measurements of In-Flight Sleep, Circadian Variation, and Their Relationship with Fatigue

BACKGROUND This study examined whether subjective measurements of in-flight sleep could be a reliable alternative to actigraphic measurements for monitoring pilot fatigue in a large-scale survey. METHODS Pilots (3-pilot crews) completed a 1-page survey on outbound and inbound long-haul flights crossing 1-7 time zones (N = 586 surveys) between 53 city pairs with 1-d layovers. Across each flight, pilots documented flight start and end times, break times, and in-flight sleep duration and quality if they attempted sleep. They also rated their fatigue (Samn-Perelli Crew Status Check) and sleepiness (Karolinska Sleepiness Scale) at top of descent (TOD). Mixed model ANCOVA was used to identify independent factors associated with sleep duration, quality, and TOD measures. Domicile time was used as a surrogate measure of circadian phase. RESULTS Sleep duration increased by 10.2 min for every 1-h increase in flight duration. Sleep duration and quality varied by break start time, with significantly more sleep obtained during breaks starting between (domicile) 22:00-01:59 and 02:00-05:59 compared to earlier breaks. Pilots were more fatigued and sleepy at TOD on flights arriving between 02:00-05:59 and 06:00-09:59 domicile time compared to other flights. With every 1-h increase in sleep duration, sleepiness ratings at TOD decreased by 0.6 points and fatigue ratings decreased by 0.4 points. DISCUSSION The present findings are consistent with previous actigraphic studies, suggesting that self-reported sleep duration is a reliable alternative to actigraphic sleep in this type of study, with use of validated measures, sufficiently large sample sizes, and where fatigue risk is expected to be low. van den Berg MJ, Wu LJ, Gander PH. Subjective measurements of in-flight sleep, circadian variation, and their relationship with fatigue. Aerosp Med Hum Perform. 2016; 87(10):869-875.