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A presentation of the CrewAlert tool for enhanched fatigue risk management in airline operation.
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Slide #1
CrewAlert – management of crew fatigue in airline operation
Transportforum, Linköping, Januari 2012
Tomas Klemets, Head of Scheduling Safety, Jeppesen Systems
Slide #2
IX812, Mangalore 22 May 2010…Mangalore-Dubai-Mangalore 21:35-06:30Air India Express
Slide #5
Why fatigue matters…
• An estimated 70% of fatal accidents are related to human error
• Fatigue is estimated to contribute to 15-20% of overall accident rate in aviation.
• 1993 Kalitta International, DC-8-61F at Guantanamo Bay, Cuba
• 1997 Korean Air, 747-300 at Guam• 1999 American Airlines, MD-82 at Little Rock, AR• 2004 MK Airlines, 747-200F at Halifax, Nova Scotia• 2004 Corporate Airlines, BAE Jetstream31 at
Kirksville, USA• 2004 Med Air, Learjet35A at San Bernadino, CA• 2005 Loganair, B-N Islander at Machrihanish, UK• 2006, 27th Aug, Comair, CRJ100 at Lexington, KY• 2007, 25th June, Cathay Pacific 747F at Stockholm,
Sweden• 2007, 28th Oct, JetX, 737-800TF-JXF Keflavik
airport, Iceland…• …Buffalo, Mangalore, AF447? …
Slide #6
Content
• Background– Crew management – Flight and Duty Time Limits
(FTLs)– Fatigue Risk Management
Systems (FRMSs)
• Fatigue models• CrewAlert
– Data collection/ fatigue reporting
• Next generation rules?
Slide #7
Background
Slide #8
Jeppesen and Jeppesen Crew Solutions
• 3,000 employees• Denver, Frankfurt, Gothenburg,
Montreal, Singapore, New York, Brisbane...
• Navigation, Flight planning, • Crew Solutions: 500 people
focused entirely on crew management. – Affecting some 250,000 crew
daily. – Mostly crew planning, but also
day-of-ops solutions
Slide #9
Where should fatigue be managed?
Crew management processes
*Today
Correct data
Salary events
Recruit?
Transition training?
Base size?
Qualification structure in cabin?
Crew negotiations?
Leave
Promote instructors?
Enough instructors?
Leave
Leave of absence?
Move crew btw bases?
Adjust the schedule?
Productivity
Real costs
Robustness
Quality of life
Use reserves
Trip trades
Maintain productivity
Maintain sby levels
Crew quality
Long term manpower
Mid term manpowerPlanningMaintain
planning
DEC JAN FEB ...MAY …JAN‘13*
Passenger focus
Legality / feasibility
Secure revenue
Day ofoperation
Today
JAN
Follow-up
Slide #10
Crew management processes
*Today
Long term manpower
Mid term manpowerPlanningMaintain
planningFollow-up
Manpower PlanningApplications:
Crew Rostering
Crew Pairing
Crew Rostering
Crew Pairing
Day ofoperation
Today
Crew Tracking
Answer: Where it’s introduced.
Time table planning
*
The flight ”context”: Surrounding activities/flights
on the roster, Individual history and circumstances
Maintain what has been planned...
DEC JAN FEB ...MAY …JAN‘13JAN Station, Departure time, Equipment, Augmentation,
Choice of hotel, Deadheading, ...
Slide #11
Crew working time rules and planning objectives
Maximum monthly block time
Maximum monthly duty time
Maximum weekly duty
time
Maximum weekly block time
Minimum days off per
month
Maximum consecutive
working days
Minimum rest
after duty
Maximum duty time
Maximum duty time, f(start time, sectors)
Maximum block time in duty, f(start time, sectors)
RobustnessQualityProductivityMinimize costs
Slide #12
Fatigue/Alertness Models Fatigue Models represent the most practical, and precise, method of applying current fatigue/sleep science to crew scheduling:
S represent the homeostatic effect of time awake
S’ represents the recovery effect associated with sleep
C represents the effect of the ~24hr circadian rhythms
S + C (+ other factors and processes) are summed to predict alertness as a function of prior work and sleep history
Time
Slide #13
12h rest before this 2-pilot flight is a requirement in the FTLs
A later deadhead safeguarding night rest
is better for safety.
A small real-world example of FTL misalignment
Rules are blunt instruments! Good at limiting work – not at limiting fatigue.
And the pilots.
And efficiency.
Slide #14
Another, less obvious, example
1402Savings opportunity? Spending opportunity?
Round the world tour. Kuala Lumpur – Hong Kong – Anchorage –Chicago – Dallas – Bruessels – Sharjah – Kuala Lumpur
Slide #15
CrewAlert
Slide #16
Feeding in schedule and sleep
1. Automatic load, or manual entry, of load work schedule
Slide #17
Feeding in schedule and sleep
1. Automatic load, or manual entry, of load work schedule
2. Override sleep predictions with actual sleep patterns
Slide #18
Personal settings
1. Automatic load, or manual entry, of load work schedule
2. Override sleep predictions with actual sleep patterns
3. Customize to you personally
Slide #19
Collecting data
1. Automatic load, or manual entry, of load work schedule
2. Override sleep predictions with actual sleep patterns
3. Customize to you personally4. Collection of operational data – to help
science forward or to follow up on a part of the operation
Slide #20
Issuing a fatigue report
1. Automatic load, or manual entry, of load work schedule
2. Override sleep predictions with actual sleep patterns
3. Customize to you personally4. Collection of operational data – to help
science forward or to follow up on a part of the operation
5. Easy submission of fatigue reports along ICAO guide lines
Slide #21
Context sensitive mitigation advice (future)
Slide #22
Next generation rules and scheduling
Slide #23
Summary
• The Finnair crew scheduling process now has a ”human touch”
• The process runs well• The effect to date, within all
existing constraints, is limited• Finnair does not have a full FRMS
in place, but:– Controls a safety KPI– Can quantify changes– Builds experience for the future
Slide from International Air Safety Seminar 2011, Singapore, November 2011
Slide #24
2002- When to ascend? 2020- When not to ascend?