Arnetha Schatz's post got me thinking about this. It just so happens I
have been spending some time, lately, with the fatigue researchers, down
at Rosie's. In the name of science, we consume a stupefying drug and
test its ability to make us more attractive to younger members of the
opposite sex. My dosage - it is the maximum strength - doesn't seem to
have quite the right effect ...
But seriously, fatigue research has got to the point where light-weight
sensor pads can be attached to the flight crew member's face, one on
either side of the eye, to detect eyelid movement - blinking. Fine wires
lead off to a control box. An increased blinking rate is a precursor to
sleep, and thus an accurate danger-level fatigue-state indicator. When
the blinking rate gets to a certain threshold, modified cattle prods
embedded in the seat fire a rapid series of painful electric shocks into
the pilot's posterior ... OK, I made that bit up. But it's true about
the research apparatus. However, it'll be years before anything comes of
it. In the meantime? A story?
The big jet full of passengers, in cloud, came closer to the mountain
top than anyone wants to think about, maybe 200 feet. (ATC called the
warning.) The pilots say they were fatigued. On the day before, they had
flown into 'B' at 0200. During the remainder of that day, each had slept
for three hours in the afternoon, but had only got a few hours low
quality sleep during the night - straight out of the Z-Files - 'worst
case scenario'. Flying to 'A' next day, they told the investigators they
felt tired and 'under-aroused' at the descent point. They used the DME
'steps' for the arrival, but were descending one step too early - ie, at
35 miles, they began letdown to the 'inside 25 miles' safety height.
There is a counter-measure for 'under-arousal' described in my Situation
Awareness (SA) training paper (that Neil has just posted on 'Resources'.
Thank you, Neil!) The basic argument is that an actively managed SA scan
will always be superior to one that is passively managed. More, though -
when, in a fatigued state, you rev up an actively managed SA scan, and
resolutely force the pace, you will experience activation of the
Fight-Flight reflex and consequent adrenaline stimulation. I agree in
advance with the cynics - it may not be much. On the other hand, if you
do it well, it can be. At worst, it's better than remaining zonked out.
But it is still Situation A!
Here's Situation B. The day before the flight, the pilots, after
shutting down, and anticipating the rest/sleep problems ahead, plan to
meet at 1400 - about the time they'd otherwise be heading in for a nap -
and go for a run, or swim, or work out in the gym. The afternoon sleep
having been avoided, they can be sure of relaxed, efficient-rest, sleep
during the night.
Perhaps I'm spending too long at Rosie's and it's making me naive.
Cheers
Doug
PS Would anyone contemplating using my SA training paper (and you are
welcome) in actual training work please contact me privately as there
are several (very brief) appendices I need to hand over to enable it to
make complete sense.
PPS Arnetha. You'll rightly note that the Dryden accident featured an
altogether different form of fatigue, and other questions. I'll take up
those issues later.