Commercial Pilots Research Articles

Sleep Disorders Among Commercial Airline Pilots: a cross-sectional study

Sleep Disorders Among Commercial Airline Pilots: a cross-sectional study

Selecting flight mode – Risk factors associated with presenteeism among commercial pilots and the role of depressive symptoms

ObjectiveThe objective of this cross-sectional survey study was to examine psychosocial work factors, work conditions, and individual factors associated in the literature with presenteeism among Swedish Commercial Airline Pilots. Furthermore, depressive symptoms were hypothesized as a mediator between psychosocial work climate and presenteeism. BackgroundSickness presenteeism is common among several occupational groups, pilots included. Inappropriate presenteeism, attending work despite feeling inappropriate for reasons other than physical ones, is also prevalent among pilots, even though they are obligated not to work in mentally or physically unfit states. Research has focused on finding risk and protective factors for the act of attending work while ill, as this is associated with both health and safety hazards to employees and organizations. Nonetheless, research on antecedents to pilot sickness and inappropriate presenteeism is scarce. MethodData from an online self-report questionnaire targeting Swedish Commercial Airline pilots (N = 1128) was analyzed. The questionnaire covered demographics, work conditions (e.g., employment type), perceived psychosocial work climate (e.g., job demands), and depressive symptoms. ResultsAll psychosocial work factors were associated with both sickness and inappropriate presenteeism. Depressive symptoms acted as a partial mediator between psychosocial work climate and presenteeism. Being directly or atypically employed showed no significant relationship with inappropriate or sickness presenteeism. ConclusionPerceived psychosocial work factors could transcend the significance of objective working conditions in explaining presenteeism among pilots. This highlights the importance of examining experienced psychosocial work climate regularly to mitigate the risk of presenteeism and, thus, organizational exposure to accidents and errors.

Autonomy as a Teammate: Evaluation of Teammate-Likeness

What makes an autonomous system a teammate? The paper presents an evaluation of factors that can encourage a human perceive an autonomous system as a teammate rather than a tool. Increased perception of teammate-likeness more closely matches the human’s expectations of a teammate’s behavior, benefiting coordination and cooperation. Previous work with commercial pilots suggested that autonomous systems should provide visible cues of actions situated in the work environment. These results motivated the present study to investigate the impact of feedback modality on the teammate-likeness of an autonomous system under low (sequential events) and high (concurrent events) task loads. A Cognitive Assistant (CA) was developed as an autonomous teammate to support a (simulated) Mars mission. With centralized feedback, an autonomous teammate provided verbal and written information on a dedicated display. With distributed feedback, the autonomous teammate provided visible cues of actions in the environment in addition to centralized feedback. Perception of teammate-likeness increased with distributed feedback due to increased awareness of the CA’s actions, especially under low task load. In high task load, teamwork performance was higher with distributed feedback when compared to centralized feedback, where in low task load there was no difference in teamwork performance between feedback modalities.

Linkage of calling and burnout among Chinese airline pilots: The role of psychological capital and organizational identification

Objectives. The burnout of airline pilots has an extremely adverse impact on their physical and mental state, work efficiency, and the safe operation of airlines, and is thus an important issue in occupational safety and health. Therefore, it is crucial to identify the factors that may reduce burnout among airline pilots. Drawing on conservation of resources theory, the present study investigates the relationships between calling, psychological capital, organizational identification and burnout in order to understand the mechanisms underlying pilot burnout. Method. A cross-sectional survey was conducted to measure calling, psychological capital, organizational identification and burnout among a sample consisting of 242 Chinese commercial airline pilots (M age = 31.60 years, SD age = 6.44). Correlation analysis, mediation analysis and moderated analysis were conducted. Results. The results showed that calling has a direct and negative effect on pilot burnout, and an indirect effect on burnout through influencing psychological capital. Moreover, organizational identification was found to positively moderate the negative relationship between calling and pilot burnout. Conclusion. This study contributes to deepening the theoretical research on burnout, and provides empirical evidence for effective intervention in the burnout of airline pilots, which is beneficial to reduce pilot human error and ensure flight safety. Future research directions are also discussed.

비정상 상황에서 ‘놀람과 깜짝놀람의 영향(Surprise and Startle Effect)’이 헬리콥터 조종사의 작업부하(Workload)에 미치는 영향에 관한 연구

An empirical analysis was conducted on the workload of helicopter pilots flying in high-risk flight environments such as ground obstacles and weather effects at low altitudes. To evaluate the workload, an independent sample <italic>t</italic>-test was performed using the NASA-TLX evaluation method most suitable for the aviation field, and the workload score was calculated by applying the analytical stratification method (AHP) to compare and analyze private and commercial pilots. There is a significant difference in mean between private and commercial pilots and the result of work load was obtained over 70%. This paper studied the

Proactive Coping and Mental Health Among Airline Pilots During China's Regular Prevention and Control of COVID-19: The Role of Perceived Stress and Social Support.

Mental health has always been a prominent public health concern, and it has become more important in the wake of the COVID-19 pandemic. The mental health of airline pilots plays a significant role in their occupational health and overall performance. It is also vital for ensuring the safe operation of aircrafts. Therefore, it is crucial to identify the factors that may improve the mental health of pilots. This study investigates the relationship between proactive coping, perceived stress, social support, and mental health among airline pilots during China's regular prevention and control of COVID-19. Using a sample consisting of 285 Chinese commercial airline pilots, we tested a moderated mediation model to explore whether, how, and when proactive coping affects the mental health of pilots. The results show that proactive coping has a direct and positive effect on pilots' mental health, as well as an indirect effect on mental health through its influence on perceived stress. Social support was found to weaken the relationship between perceived stress and mental health. It also weakened the indirect relationship between proactive coping and mental health through perceived stress. These findings advance our understanding of the underlying mechanisms that affect the mental health of pilots. It also provides empirical evidence for effective mental health interventions for airline pilots during regular prevention and control of COVID-19.

Fatigue, Schedules, Sleep, and Sleepiness in U.S. Commercial Pilots During COVID-19.

INTRODUCTION: COVID-19 has had a significant impact on the aviation industry. While reduced flying capacity may intuitively translate to reduced fatigue risk by way of fewer flights and duty hours, the actual impact of the pandemic on pilot fatigue is unknown.METHODS: We surveyed U.S. commercial airline pilots in late 2020 (N = 669) and early 2021 (N = 156) to assess the impact of COVID-19 on schedules and fatigue during the pandemic.RESULTS: Overall, pilots reported reduced flight and duty hours compared to prepandemic. Average sleep on workdays was slightly shorter in late 2020 (6.87 ± 1.14 h) and recovered to prepandemic levels in early 2021 (6.95 ± 1.11 h). Similarly, the frequency of sleepiness on days off and in-flight increased in late 2020, with 54% of pilots reporting an increase in in-flight sleepiness, then returned to prepandemic levels in early 2021. The use of in-flight sleepiness countermeasures remained the same across assessed time points. Pilots highlighted several factors which impacted their sleep and job performance, including limited access to nutritional food during duty days and layovers, reduced access to exercise facilities during layovers, increased stress due to job insecurity and health concerns, increased distractions and workload, and changes to scheduling.DISCUSSION: Despite a reduction in flights and duty days, COVID-19 led to increased sleepiness on days off and in flight, potentially due to the negative impact of lack of access to essential needs and heightened stress on sleep. Operators need to monitor the change in these COVID-19 related risks as the industry returns to full service.Hilditch CJ, Flynn-Evans EE. Fatigue, schedules, sleep, and sleepiness in U.S. commercial pilots during COVID-19. Aerosp Med Hum Perform. 2022; 93(5):433-441.

Under-Reporting of Self-Reported Medical Conditions in Aviation: A Cross-Sectional Survey.

BACKGROUND: The applicants' self-declaration of medical history is crucial for safety. Some evidence indicates that under-reporting of medical conditions exists. However, the magnitude in a population of aviation personnel has not been reported earlier.METHODS: A total of 9941 applicants for medical certificate/attestation for aviation-related safety functions during the last 5 yr up to December 2019 were registered at the Civil Aviation Authority Norway. E-mail addresses were known for 9027 of these applicants, who were invited to participate in a web-based survey.RESULTS: Among the 1616 respondents, 726 (45%) were commercial pilots, 457 (28%) private pilots, 272 (17%) air traffic controllers, and the remaining were cabin crew or crew in aerodrome/helicopter flight information service (AFIS or HFIS, respectively). A total of 108 were initial applicants. The age group 50+ constituted the largest proportion of respondents (53%). Aeromedical certification in general was believed to improve flight safety "to a high" or "very high extent" by 64% of the respondents. A total of 188 individuals (12%) admitted having under-reported information related to one or more categories, including mental (3%) or physical health (4%), medications (2%), and drug use, including alcohol use (5%). Among these, 21 participants believed their own under-reporting "to some" or "to a high extent" affected flight safety. In total 50% of noninitial applicants reported that they knew colleagues who had under-reported information. Analyses revealed that being a commercial pilot showed a higher risk for under-reporting compared with other classes and the perception of aeromedical examiners in a supportive or authoritative role reduced the risk.CONCLUSIONS: Under-reporting of medical conditions could be significant in aviation. Further studies should be conducted to investigate the true extent of under-reporting and its impact on flight safety and what mitigating measures might be recommended.Strand T-E, Lystrup N, Martinussen M. Under-reporting of self-reported medical conditions in aviation: a cross-sectional survey. Aerosp Med Hum Perform. 2022; 93(4):376-383.

Predictive factors of sun protection behaviour among global airline pilots

Airline pilots face significant ultraviolet radiation exposure resulting in an increased risk of sun damage and skin cancers. We aimed to evaluate sun-protective practices and associated factors among airline pilots. We disseminated an online questionnaire evaluating the use of sunscreen, sunglasses, hats and protective clothing during daytime hours in the cockpit and during outdoor activities to 346 global commercial airline pilots, and we received 220 completed responses. The Pearson chi-squared test or Fisher's exact test where necessary were used to determine possible factors associated with the use of sun-protective practices. Potential confounders were adjusted for using multivariate analyses. The most common sun protective behaviour was the wearing of sunglasses during daytime flights (89.5%), followed by the use of caps during outdoor activities (47.7%). More pilots applied sunscreen during daytime flights (14.1%) compared with walk-arounds (8.2%). Males were less likely to use sunscreen during flights (adjusted odds ratio, aOR=0.76), use sunscreen for walk-arounds (aOR=0.175) and wear long sleeves (aOR=0.013). Pilots who flew less than 30h a month in high latitude regions were less likely to use a cap or hat outdoors (aOR=0.419) or use sunscreen during walk-arounds (aOR=0.241). Younger pilots were also less likely to use caps or hats outdoors (aOR=0.446). Male pilots and those who spent less time in high latitudes were less likely to practice sun protection. Targeted educational efforts may be implemented to reduce occupational ultraviolet exposure.

Atherogenic Risk, Anthropometry, Diet and Physical Activity in a Sample of Spanish Commercial Airline Pilots.

Cardiovascular accidents are the most disabling event for pilots, causing complicated situations during flight and the withdrawal of license. The study aims to assess the modifiable risk factors and the atherogenic index of plasma (AIP) associated with anthropometric, physiometabolic and lifestyle profiles in a sample of Spanish aviation pilots. Data from pilots’ clinical and professional history, anthropometric and bioelectrical impedance assessments of nutritional status, and diet and physical activity questionnaires. The sample comprised 304 men pilots. Up to 53.6% showed excess weight, of which 6.4% were obese, 64.3% presented high relative adiposity and 64.6% showed abdominal obesity. Regarding the physiometabolic profile, 10.0% had hypertension, 42.6% hypercholesterolemia, 9.4% high LDL and 10.6% low HDL, 9.4% hyperglycemia and 8.1% hypertriglyceridemia. The adherence to the Mediterranean diet (MedDiet) was high in 29.7% and low in 14.7%. Most of the sample showed a good physical activity level. The AIP risk increased with higher obesity indicators and LDL cholesterol levels. There was an inverse relationship between the MedDiet adherence and vigorous physical activity and the risk of atherogenicity. Elevated rates of overweight, abdominal obesity and hypercholesterolemia were found, contributing to the atherogenic risk of plasma (AIP). This parameter was significantly associated with all anthropometric indicators and LDL cholesterol. Prevention plans on reducing excess fat and blood cholesterol levels are recommended to reduce cardiovascular risk in Spanish aviation pilots and ensure flight safety.

Prevalence of cataract among Australian commercial airline pilots

Because little is known about cataract in pilots, we estimated prevalence by anonymously ascertaining all commercial airline pilots diagnosed with cataract 2011–2016 using the electronic Medical Records System of the Australian Civil Aviation Safety Authority. Of 14,163 Australian male commercial pilots licensed in 2011, 1286 aged ≥60 had biennial eye examinations showing a cataract prevalence of 11.6%. Among 12,877 pilots aged <60, based on compulsory eye examinations only when first licensed, prevalence was 0.5%. There was no significant difference by ambient ultraviolet (UV) radiation levels in state of residence though lowest prevalence was seen in the low-UV state of Victoria. Most cataract in pilots ≥60 years was bilateral and of mild severity, while cataract in pilots <60 were more likely to be unilateral and of greater severity.

Predicting and mitigating failures on the flight deck: an aircraft engine bird strike scenario

Engine damage as a consequence of foreign object debris (FOD) during flight is frequently caused by birds. One approach to minimising disruption caused by this damage is to provide flight crew with accurate information relating to the continuing operational status of the aircraft’s engines. Before designing such avionic systems however, understanding of current procedures is needed. Hierarchical Task Analysis (HTA) and Systematic Human Error Reduction and Prediction Approach (SHERPA) were used to identify potential failures that flight crew may make when managing an engine bird strike. Workshops with commercial pilots generated insights into current practice and a commercial pilot SME reviewed outputs for accuracy. Over 200 potential failures were identified, most commonly related to communication. Remedial measures, considering future avionic systems, are proposed to mitigate identified failures. This analysis provides a starting point for future design concepts for assisting flight crew in dealing with engine malfunction due to FOD strikes. Practitioner summary: Hierarchical Task Analysis was conducted to show all tasks involved in dealing with an in-flight aircraft engine bird strike. Systematic Human Error Reduction and Prediction Approach analysis was performed and over 200 possible failures were identified when managing this event. Remedial measures are proposed to help mitigate possible failures.

A Qualitative Exploration of Choking Under Pressure in Commercial Airline Pilots

Abstract. This study uses a phenomenological approach to explore the experience of choking (underperformance) among commercial pilots. Semi-structured interviews were conducted with eight pilots, including three examiners (as observers of choking). Findings revealed three superordinate themes: choking under pressure, short-term consequences of choking, and long-term consequences of choking. Collectively, choking was found to be a traumatic event with negative short-term consequences and a potential to lead to constructive long-term outcomes. Practical implications of the findings are discussed, suggesting ways to optimize pilots’ performance through focusing more on psychoeducation and emotional support of employees after choking.

The relationship between sense of calling and safety behavior among airline pilots: The role of harmonious safety passion and safety climate

Pilot safety behavior plays a crucial role in airlines safety performance and aviation safety, so it is vital to identify factors that may enhance pilot safety behavior and explore their mechanisms. Drawing upon self-determination theory, this study examines whether, how, and when the sense of calling influences pilot safety behavior from the perspective of occupational psychology. Using a sample of 321 Chinese commercial airline pilots, we tested a moderated mediation model in which the relationship between sense of calling and pilot safety behavior was mediated by harmonious safety passion and moderated by safety climate. The results indicated that the sense of calling had a positive direct effect on pilot safety behavior and that this relationship was partially mediated by harmonious safety passion. Moreover, safety climate negatively moderates the positive relationship between sense of calling and harmonious safety passion as well as the indirect effect of sense of calling on safety behavior via harmonious safety passion. In particular, sense of calling had a stronger effect on harmonious safety passion and a stronger indirect effect on safety behavior when the safety climate was lower. Theoretical contributions and practical implications for aviation safety managementpractices are discussed.

Arthroscopic treatment and subacromial decompression of calcific tendinitis without removal of the calcific deposit results in rapid resolution of symptoms and excellent clinical outcomes in commercial airline pilots and cabin crew.

The purpose of this study was to report the results of subacromial arthroscopic decompression (SAD) without removal of the calcific deposits in patients with calcifying tendinitis. All patients between 2016 and 2019 were included if they were aged between 18 and 60years and had an isolated calcific deposit. The Constant-Murley score (CMS), Disabilities of the Arm, Shoulder and Hand (Quick DASH) score, the Shoulder Pain and Disability Index (SPADI), the simple shoulder test (SST), and the single assessment numeric evaluation (SANE) were used for assessment. Time to return to work was recorded. 24 patients (13 pilots, 11 cabin crew) with a mean age of 47.1 ± 7.8years were included. Quick Dash improved from 68.8 preoperative, to 8.4 at 3months, and 0.1 at 24months. CMS improved from 37.4 preoperative, to 83 at 3months, and 94 at 24months. SPADI improved from 73.8 preoperative, to 5.4 at 3months, and 1 at 24months. SST improved from 22.5 preoperative, to 94.2 at 3months, and 100 at 24months. SANE improved from 33.5 preoperative, to 78.7 at 3months, and 95.6 at 24months. MCID, SCB, and PASS reached values above 83% at 3months and 100% at 6months, with the exception of SANE which reached 29% at 3months and plateaued to 96% at 6months. The mean time to return to work was 7.1 ± 2.1weeks. Pilots returned at a mean of 6.9 ± 1.8weeks; cabin crew returned to work at a mean of 7.8 ± 2.5weeks. The results of this study suggest excellent short- and mid-term clinical outcomes can be achieved in patients with calcific tendinitis undergoing arthroscopic debridement and subacromial decompression without removal of calcific deposits. In this patient population, early surgical intervention was a potentially viable alternative to nonoperative treatment, and allowed early return to work.

Burden of Proof: The Debate Surrounding Aerotoxic Syndrome.

Since the 1980s, some commercial airline pilots and flight crews in the United States, United Kingdom and Australia began to report an illness they believed was caused by exposure to contaminated cabin air. Despite a body of scientific research and health activism calling for this condition, termed Aerotoxic Syndrome (AS), to be classified an occupational illness, it has not been accepted as a clinical entity because its causation remains contested. This article contends that debates over the recognition of AS have been shaped by the politics of science and what can be considered evidence of a causal link; the burden of proof lay with survivors and their allies rather than with airlines and manufacturers. The history of AS shows the challenges of reacting to health risks in a global industry that provides an important form of transportation, and enjoys considerable political and economic influence. It also reveals that at the heart of commercial jet air travel remains an unresolved public health issue, and those who claim to be suffering from AS expected prompt recognition, reform and assistance in light of scientific research and personal testimony, as well as a range of chemical, medical, legal and air safety reports.

The Impacts of Covid-19 on Touristic Consumer Behaviour of Commercial Airlines Pilots

The Impacts of Covid-19 on Touristic Consumer Behaviour of Commercial Airlines Pilots

To be or not to be? Assessment on using touchscreen as inceptor in flight operation

Introduction. The innovative concept on applying touchscreen controls on the flight deck design had been discussed for a long time. However, there are some potential risks on touchscreen applications constrained by the issues associated with turbulence and pilots’ inadvertent activation. Research questions. This research aims to evaluate human-computer interactions and handling quality using touchscreens as inceptor in flight operations. Method. The scenario was set to conduct an instrument landing on the final approach using Future System Simulator (FSS). There are 8 commercial pilots (flight hours M = 4475.0, SD = 2742.1) using three different inceptors including traditional sidestick, touchscreen and gamepad for ILS landing. Results. There was a significant difference among three inceptors on handling quality in both landing without turbulence (F (2,14) = 6.25, p =.01, ηp2 = .47) and landing with turbulence (F (2,14) = 3.93, p =.04, ηp2 = .36) scenarios. Furthermore, post Hoc comparisons revealed that the handling quality of touchscreen was significantly lower than sidestick and gamepad. Discussion. By analyzing participants’ empirical experiences, the touchscreen inceptor was rated as the lowest handling quality among three inceptors due to the novel and lack of practice effects in flight operations. However, there is a potential on the information supply for touchscreen inceptor based on pilots’ feedbacks. Conclusion. Touchscreens provide numerous benefits for making flight decks simpler, but the usage as an inceptor is still in its infancy and there are still lots of problems that need to be fixed. Future Systems Simulator (FSS) is a highly reconfigurable modular flight simulator that allows pilots/researchers to explore the potential on future flight decks design for single pilot operations. There are some potential benefits on the implementation touchscreen inceptor for future flight deck design if the human-centred design principle can be integrated in the early stage.

Applying psychophysiological coherence training based on HRV-biofeedback to enhance pilots’ resilience and wellbeing

Introduction. The COVID-19 pandemic not only limited pilots’ proficiency in performing routine tasks, but also increased stress levels and operational risk due to new procedures in flight operations related to safety and health regulations. There is, therefore, an increasing need to improve pilots’ mental and physical health to maintain aviation safetyResearch question. (1) Does the practice of psychophysiological coherence using heart rate variability (HRV) biofeedback and the Quick Coherence Technique (QCT) improve pilots’ resilience? (2) What effects does psychophysiological coherence practice have on pilots’ resilience and wellbeing?Method. Eighteen commercial pilots’ perceived stress and wellness were evaluated subjectively by the Perceived Stress Scale (PSS) and Ardell Wellness Self-Assessment (AWSA). They were taught the QCT for facilitating psychophysiological coherence, and their HRV data reflecting automatic nervous system (ANS) activities were collected as they practiced QCT via Inner Balance HRV sensors.Results. The QCT training improved pilots’ AWSA scores (t = -3.55, p = .002) and decreased PSS scores (t = 6.37, p < .001). Pilots’ post-training HRV were improved with SDNNs higher than pre-training, t = -4.88, p < .001; normalized low frequency (LF) power increased (t = -10.91, p < .001) and low-frequency to high-frequency (LF/HF) ratios increased (t = -3.92, p = .001). Additionally, pilots’ post-training respiration rates were lower than pre-training, t = -2,45, p = .025.Discussion. Based on the empirical data analysis, HRV-biofeedback QCT can improve psychophysiological coherence and thereby increase pilots’ resilience and wellbeing. Increased post-training SDNNs, normalized LF power, and LF/HF ratio indicate the improvement of ANS control and balance, and stress management capacity. These findings demonstrate the effectiveness of HRV-biofeedback QCT training in improving psychophysiological coherence, which confers real-time and post-practice benefits of optimal energy utility and self-regulation in challenging situations on flight operations and everyday life.Conclusion. This research demonstrates significant benefits of a short session of HRV-biofeedback QCT on pilots’ resilience and cognitive process by improving psychophysiological coherence. HRV-biofeedback QCT training can be an effective intervention for aviation authorities and airline operators to develop peer support programs for pilots to increase psychological resilience and wellbeing. This may be particularly beneficial given the various challenges presented to pilots in their preparation for return to normal operations.

Sleep Disorders Among Commercial Airline Pilots.

BACKGROUND: Over the next 20 yr, international market expansion will necessitate the production of new commercial airplanes and the recruitment of additional crewmembers and technicians. Research has proven that fatigue and lack of sleep are risk factors for impaired cognitive performance and human error. Pilots frequently report fatigue to their employers, which may be related to sleep disturbance. Airline pilots, in particular, often experience circadian desynchronization and other types of sleep disorders. Shift workers have been observed to be at higher risk of fatigue that affects their performance and alertness. In Saudi Arabia, sleep disorders among airline pilots are understudied and underreported. The primary objective of this study was to screen for and determine the risk of sleep disorders, fatigue, and depression among pilots.METHODS: A cross-sectional epidemiological study with national commercial pilots was conducted from March 2019 to March 2020 using validated questionnaires to screen for the risk of sleep disorders, fatigue, and depression.RESULTS: In total, 344 pilots participated in the study. Half the sample was at risk for insomnia and fatigue. Older and more experienced pilots were less likely to suffer impaired sleep quality, insomnia, sleepiness, fatigue, and depression. In total, 59 (17.2%) pilots were at high risk for sleep apnea.CONCLUSION: The current study found that pilots were at risk of developing sleep disorders. A more robust and objective assessment is warranted for screening.Alzehairi A, Alhejaili F, Wali S, Al Qassas I, Balkhyour M, Pandi-Perumal SR. Sleep disorders among commercial airline pilots. Aerosp Med Hum Perform. 2021; 92(12):937-944.