Barbara Selby
Headquarters, Washington, DC            October 25, 1994
(Phone:  202/358-1983)

Michael Mewhinney
Ames Research Center, Moffett Field, CA
(Phone:  415/604-9000)

Hank Price
Federal Aviation Administration, Washington, DC
(Phone:  202/267-8521)

RELEASE:  94-177

NASA HELPS PILOTS COMBAT FATIGUE DURING LONG FLIGHTS

     Scientists from NASA's Ames Research Center, Mountain 
View, CA, say scheduled rest by pilots during long flights 
reduces fatigue and improves alertness and performance.  The 
findings are the result of a new study involving commercial 
pilots in long-haul flights -- those longer than 8 hours.

     The study was co-sponsored by the Federal Aviation 
Administration (FAA), which allowed pilot rest periods in the 
cockpit during the study.  "This report is an important part 
of the FAA's stepped-up research into human factors as causes 
of aviation accidents and adds vital information to our 
research efforts," said FAA Administrator David R. Hinson.

     Other participants in the study included the University 
of Pennsylvania School of Medicine, Philadelphia, Stanford 
University School of Medicine, Palo Alto, and the University 
of California, San Diego.

     "This study shows that controlled rest is one 
countermeasure to fatigue and jet lag that pilots in fact can 
use to reduce human error," said Dr. James P. Jenkins, 
Program Manager, Human-Systems Technology, in NASA's Office 
of Aeronautics, Washington, DC.

     During the study, which began in 1990, NASA scientists 
studied cockpit rest during regularly scheduled trans-Pacific 
flights over a 12-day period aboard Boeing 747s.  Scientists 
flew a total of 28 flight legs during the study and collected 
approximately 800 hours of data.  During each 8 to 10-hour 
flight, two scientists sat in the cockpit to monitor the 
three crew members.

                        -more-

                           -2-

     Twenty-one volunteer pilots from two commercial airlines 
participated in the study.  The pilots were randomly assigned 
to either a rest or no-rest group.  Each pilot in the rest 
group took a planned in-flight nap of 40 minutes.  Rest 
periods were rotated, with two pilots always in control of 
the aircraft.

     During the study, strict safety procedures were 
followed.  Pilots slept during low workload periods during 
cruise flight over water.  Rest periods ended at least one 
hour before descent and landing.

     "We found that when pilots get a nap, they maintain 
consistent performance," said Dr. Mark Rosekind, team leader 
of the Ames Fatigue Countermeasures Program.  "Their 
performance was the same during the day and at night.  Their 
performance also was the same at the end of the flight and 
after multiple flights."

     Pilots in the no-rest group also were observed.   
Although instructed to continue usual flight activities, four 
pilots fell asleep (a total of five times) for periods 
lasting from several minutes to over 10 minutes.

     Despite their findings, scientists say cockpit rest is 
not always recommended.  "Safety is always first," Rosekind 
said.  "Pilots would not use rest periods during a very busy 
flight or during bad weather," he said.

     Pilot reports to the Aviation Safety Reporting System -- 
which NASA manages for the FAA -- was one important source 
that indicated the extent of sleep episodes in commercial 
airline cockpits.  Because of the data, NASA and the FAA 
began systematically looking at a variety of fatigue 
countermeasures.  Based partly on the results of this study, 
the FAA is currently reviewing a proposal to sanction 
controlled rest on the flight deck.

                            - end -

     NOTE TO EDITORS:  Copies of the study, entitled "Crew 
Factors in Flight Operations:  IX.  Effects of Planned 
Cockpit Rest on Crew Performance and Alertness in Long-Haul 
Operations," is available from the NASA Headquarters 
Newsroom. 

     A photo is available by faxing NASA's Broadcast & 
Imaging Branch at 202/358-4333.  The color photo number is 
94-HC-156, the black & white is 94-H-163.


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