Session 29 Tomas Klemets

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?

Slide #25

Questions

[email protected] www.jeppesen.com/frm