Finnair (Finland)

The purpose of this intervention study is to compare sleep, alertness, and work ability among aircraft inspectors working under two different shift schedules. The original schedule was forward rotating: MMM – – EEE – NNN – – – (M = morning, E = evening, N = night, – = day off). The new schedule was fast forward rotating: MEN – – with 10-h shifts. The baseline data were collected before the schedule changed, and the follow-up data 12 months (n = 10, Group A) or 5 months (n = 13, Group B) after the change. Three of subjects were women and average age was 46.6 years (range 31–58). The surveys included questions on sleep quantity, sleep quality, severe sleepiness, alertness, perceived stress, current work ability, and satisfaction with the shift schedule. The results indicated that in the new schedule, the sleeping times were longer and sleep loss was less. Moreover, shift specific severe sleepiness decreased, and alertness during shifts improved. Compared to baseline, perceived stress was lower and work ability was better. Satisfaction with the shift system had also improved. To conclude, the quickly forward rotating shift system might be beneficial in terms of increased sleep length and improved alertness and overall well-being especially among older aircraft inspectors.

ABSTRACT Experimental and epidemiological research has shown that human sleepiness is determined especially by the circadian and homeostatic processes. The present field study examined which work-related factors airline pilots perceive as causing on-duty sleepiness during short-haul and long-haul flights. In addition, the association between the perceived reasons for sleepiness and actual sleepiness levels was examined, as well as the association between reporting inadequate sleep causing sleepiness and actual sleep-wake history. The study sample consisted of 29 long-haul (LH) pilots, 28 short-haul (SH) pilots, and 29 mixed fleet pilots (flying both SH and LH flights), each of whom participated in a 2-month field measurement period, yielding a total of 765 SH and 494 LH flight duty periods (FDPs) for analyses (FDP, a period between the start of a duty and the end of the last flight of that duty). The self-reports of sleepiness inducers were collected at the end of each FDP by an electronic select menu. On-duty sleepiness was rated at each flight phase by the Karolinska Sleepiness Scale (KSS). The sleep-wake data was collected by a diary and actigraph. The results showed that “FDP timing” and “inadequate sleep” were the most frequently reported reasons for on-duty sleepiness out of the seven options provided, regardless of FDP type (SH, LH). Reporting these reasons significantly increased the odds of increased on-duty sleepiness (KSS ≥ 7), except for reporting “inadequate sleep” during LH FDPs. Reporting “inadequate sleep” was also associated with increased odds of a reduced sleep-wake ratio (total sleep time/amount of wakefulness ≤ 0.33). Both “FDP timing” and “inadequate sleep” were most frequently reported during early morning and night FDPs, whereas the other options showed no such phenomenon. The present study suggests that airline pilots’ perceptions of work-related factors that make them sleepy at work are in line with the previous experimental and epidemiological studies of sleepiness regulation.

We examined whether long-haul airline pilots without recurrent on-duty sleepiness obtain more prior sleep and use more effective in-flight alertness management strategies than their colleagues with recurrent on-duty sleepiness. There were 51 pilots who flew at least twice from Helsinki to Asia. Of them, 44 flew at least twice back to Helsinki following 1 local night. On-duty sleepiness was measured by the Karolinska Sleepiness Scale (KSS), alertness management strategies by a diary, and sleep by a diary and activity monitor. Pilots who rated KSS ≥ 7 on each, some, or none of the flights were classified as "regularly", "sometimes", and "never" sleepy, respectively. This classification was performed separately for the outbound and inbound flights. On the outbound flights, 22% of the pilots were "never", 54% "sometimes", and 24% "regularly" sleepy. For the inbound flights, the respective distribution was 25%, 48%, and 27%. Compared to the "regularly" sleepy group, the "never" sleepy group obtained 54 min more night sleep prior to the outbound flights. For the inbound flights, the respective difference was 1 h 23 min. Also, the "never" sleepy pilots slept 31 min more between days off than the "regularly" sleepy pilots. The results of the in-flight alertness management strategies were mixed. The study demonstrates that pilots without recurrent on-duty sleepiness obtain more sleep than their colleagues with recurrent on-duty sleepiness. The result emphasizes the need to investigate whether the sleep of recurrently sleepy pilots can be increased and whether this increase would reduce their on-duty sleepiness.Sallinen M, Åkerstedt T, Härmä M, Henelius A, Ketola K, Leinikka M, Kecklund G, Sihvola M, Tuori A, Virkkala J, Puttonen S. Recurrent on-duty sleepiness and alertness management strategies in long-haul airline pilots. Aerosp Med Hum Perform. 2018; 89(7):601-608.

The use of selective ion exchange to recover metals from the rinsewaters of various plating baths has been studied. Two chelating resins possessing aminophosphonate or iminodiacetic functionalities were compared in nickel- and cadmium-bearing rinsewaters. In addition, an inorganic ion exchanger based on sodium titanate was studied against nickel containing rinsewaters. Breakthrough capacities of 5% and decontamination factors were calculated from column tests. The aminophosphonate resin proved to be the best material for both nickel and cadmium recovery. Ammonium nitrate was observed to enhance the adsorption performance of the aminophosphonate resin.