The workload of flight attendants during short-haul flight operations: a system analysis

Background and aim: Flight attendants forms a significant part in 24-hour aviation industry. Flight attendant fatigue is a significant problem in the aviation industry as it continues to jeopardize the ability to fulfil important safety and security roles which is critical in performance duty of a flight attendant. However, little attention has been accomplished to the workload, working conditions and fatigue of flight attendants crew in transport aircraft. In addition, there is currently less research that have also embraced the problematic of smaller regional/commercial operation (short-haul flight operations) inducing fatigue among short-haul flight attendants as the nature of this operation are often characterised with high productivity expectations in a demanding environment with high time pressures resulting in high workloads and fatigue. Thus, flight attendant fatigue and workload is a worldwide challenge in this operational environment and less attention has been given to the determining factors. Therefore, the aim of the study was to determine the workload factors contributing to flight attendant fatigue during short-haul flight operations. Methods (System analysis): To achieve the research aim, the work system analysis, based on the Smith and Carayon-Sainfort model was chosen as the main research approach which was conducted in two ways; based on existing literature and secondly based on expert interviews. This method provided a systemic aspect to understand the whole work system of flight attendants work during short-haul operations in order to identify all the contributing factors to flight attendant fatigue and workload. Results: The literature analysis and the data from the expert interviews highlighted significant findings to flight attendant fatigue and workload. The reasons for flight attendant fatigue operating short-haul flights can be found at organizational, task, individual, environmental levels and tools and technologies and due to the interaction of the factors. The main factors of flight attendants’ fatigue are thought primarily as a function of scheduling due to irregular, mixed schedules with early starts and late finishes, extended duty days (long working hours), as well as high workload, due to the short turnaround flights, the number of sectors flown in a single duty period and duty length and high jobs demands. In addition, flight duty and rest regulations, confined work space in the cabin, vibrations, noise and lighting, sleeping in an unfamiliar environment, family responsibilities all add to additional stress placed on the body which can influence workload and sleep and consequently influencing fatigue. Conclusion: Overall the study determined that flight attendant fatigue is a significant problem in modern industry of short-haul operations. Using this systematic approach (work system analysis based on the framework of the work system model developed by Smith and Carayon-Sainfort (1989) allowed for an accurate representation of the complexity of flight attendant work environment in short-haul aviation industries, thus contributed to an increased understanding of fatigue and risk factors that span the entire work system and aid in identifying the patterns in combination of work system variables that are associated with increased risk to flight attendant fatigue. Overall flight attendant fatigue is a product of interactions with the short-haul environment. It can have a negative impact on safety, performance and well-being. Therefore, it needs to be managed and dealt with in the near future

Fitness-to-fly and the safety role of air cabin crew: personal, social and managerial challenges

Andrea Sander-Grout investigated the impact of cabin crew fitness-to-fly on flight safety and public health. She found that there is significant uncertainty surrounding crewmember exposure to occupational hazards, with potential impacts on flight safety, individual and public health. Aviation and public health stakeholders are using her results in policy development

The reported prevalence of aircrew fatigue and the contributing factors within the South African aviation industry

Fatigue in aviation results from the complex interaction of various factors (both work and non-work-related) that are important to understand when attempting to manage it. Managing fatigue effectively is important given that it has and continues to influence crew wellness and aviation safety. One of the ways of managing fatigue is through appropriately designed Flight Time Limitations (FTLs) however; in South Africa there have been calls from the unions and the crew to update these in line with the latest science and operational demands and insights. Doing this requires the generation of context specific data, which this thesis aimed to provide as an initial step. Firstly, this study aimed to explore the reported prevalence of fatigue across the South African aviation industry. Secondly, it elucidated what factors (both work and non-work related) crew perceived contributed to fatigue and lastly, the crew‟s perceptions regarding the current FTLs were explored. Methods: To realize the aims of the study, an online survey was developed using existing literature initially, and through consulting with and getting information from aviation industry stakeholders and other experts in the field of aviation and fatigue. This consultation (which occurred over a number of iterations of the survey) ensured that there was a balance between the scientific and the actual operational perspectives on how best to explore crew perceptions around fatigue. The finalized survey was divided into five parts: part one was consent to participate; part two included questions pertaining to the participants‟ demographic information; part three included questions pertaining to the crews‟ perceptions around fatigue (its prevalence, its impact on safety and how it affected crew); part four explored crew‟s perceptions on fatigue contributory factors, both work and non-work related; finally part five included questions pertaining to crew perceptions about the current South African FTLs, specifically their concerns, suggestions for improvement and any aspects they considered as fatigue mitigating. The survey was made available via the South African Civil Aviation Authority‟s (SACAA) website as well as via the industry stakeholder‟s networks that encouraged all crew across the different sectors of the industry to participate. All numerical data collected were analysed descriptively through inferential statistics, while the qualitative data were analysed using thematic analysis. Results: 194 participants completed the survey, 167 were from cockpit and 27 were from the cabin crew. The results of the study highlight that there is a high perceived prevalence of fatigue. The crew also recognized that fatigue is a significant safety risk, but less indicated that fatigue interfered with their ability to do their duties. Crew reported that the length of duties, number of sectors flown, insufficient sleep at night, early sign-on‟s, late sign-offs, working too many consecutive days in a row, inadequate or irregular sleep before and during periods of duty, night flying, bad weather, severe turbulence, having young children or dependents to look after, financial stress, extended commuting to get to and from work, and poor diet were some of the work and non-work-related contributory factors to fatigue. In line with these findings, questions around the perceived concerns about the current FTLs revealed that crew were concerned about unclear definitions of the civil aviation regulations (CARs), the lack of control of disruptive rostering schedules, periods of high workload due to the number of sectors flown per duty, the length of duty periods and effects of being on standby duty, inadequate rest between duties and strings of duty. The crew also had concerns regarding the Flight Duty Periods (FDPs) where the crew were concerned with the flying limits being used as targets by the operators, a lack of science applied to the FDPs, and that the current FDPs are outdated. The recommendations included limiting disruptive rostering schedules by altering standby provisions for the crew, instilling a block roster schedule, disallowing double signing on and off on the same day, and reducing split shifts. The crew also recommended adjusting duty durations by adjusting daily and monthly limits, tapering duty lengths, but also limiting discretionary extensions. Increasing rest provision was another recommendation suggested by the crew and included increasing the number of rest days off as well as the minimum hours of rest between duties needs to be increased. The fatigue mitigating aspects were minimal if any. Conclusion: Overall the study revealed that there is a high perceived prevalence of fatigue within this sample of the South African aviation industry and that the concerns outlined by crew around the contributory factors to fatigue are consistent with previous research, but also reflect the unique operating context of South Africa. This study serves as a base from which to explore more specific areas of the crew working time that are disruptive to sleep. This may help operator‟s roster duties in a more predictable way to limit the incidence of fatigue, while also offering the opportunity for the regulator and other stakeholders to focus their efforts on how to better design the current FTLs to limit the prevalence and risks associated with crew fatigue.Thesis (MSc) -- Human Kinetics and Ergonomics, 202

An investigation of the practices used in airline crew scheduling and their impact on the physical and mental health of airline crew

The literatures surrounding the topics of crew scheduling optimization and crew health are often researched separately. The models are disconnected from the people they affect and are often seen as separate and neutral entities, despite being intrinsically connected with the mental and physical health of flight crews, in the same way that a typical work schedule impacts the physical and mental health of traditional full-time employees. With this in mind, this report gives a high-level overview of popular scheduling models and also, more importantly examines how the use of these models and current schedule optimization practices directly and indirectly impact the health of flight crews.Informatio

A decision support system for crew planning in passenger transportation using a flexible branch-and-price algorithm

This paper discusses a decision support system for airline and railway crew planning. The system is a state-of-the-art branch-and-price solver that is used for crew scheduling and crew rostering. We briefly discuss the mathematical background of the solver, of which most part is covered in the Operations Research literature. Crew scheduling is crew planning for one or a few days that results in crew duties or pairings, and crew rostering is crew planning for at least one week for individual crew members. Technical issues about the system and its implementation are covered in more detail, as well as several applications. In particular, we focus on

Optimisation intégrée des rotations et des blocs mensuels personnalisés des équipages en transport aérien

Le problème de la construction des horaires d’équipage pour les compagnies aériennes consiste à assigner un groupe d’équipage à un ensemble planifié de segments de vols. Ce problème doit également respecter des règles de travail définies par la convention collective et les autorités du transport aérien. Le problème de la construction des horaires d’équipage a reçu une attention particulière en recherche opérationnelle car après le carburant, le coût des équipages constitue la plus grande dépense des compagnies aériennes. En raison de la grande taille du problème et de la complexité des règles de travail, ce problème est traditionnellement traité en deux étapes qui sont résolues séquentiellement : la construction de rotations et la construction de blocs mensuels. La première construit un ensemble de rotations réalisables à coût minimum afin que chaque vol prévu puisse être réalisé par un équipage. Les rotations réalisables sont celles juxtaposant des vols conformément aux règles de la convention collective entres les employés et la compagnie aérienne. La deuxième étape construit des blocs mensuels pour les membres d’équipage en combinant les rotations trouvées précédemment avec les repos, et d’autres activités. Chaque bloc mensuel doit satisfaire certaines règles définies par le contrat de travail. Les membres de l’équipage sont divisés en deux groupes selon leurs rôles et leurs responsabilités : les personnels du poste de pilotage et les personnels de la cabine des passagers. Les pilotes, les copilotes et les mécaniciens de bord font partie du personnel du poste de pilotage. Le personnel du poste de pilotage est qualifié pour piloter un avion ou une famille d’avions. Le capitaine de cabine et les agents de bord font partie des membres de la cabine des passagers. Par le passé, les chercheurs se sont concentrés sur la réduction des coûts associés au personnel du poste de pilotage car leurs salaires sont plus élevés que ceux des membres de la cabine des passagers. Dans cette thèse, nous nous concentrons uniquement sur le personnel du poste de pilotage. La construction des blocs mensuels varie pour chaque compagnie aérienne. Toutefois, on peut classer les méthodes en deux catégories : la construction des blocs anonymes (bidline) et la construction des blocs personnalisés. Pour les blocs anonymes, les horaires sont construits de manière à couvrir toutes les rotations sans connaître les préférences des employés. Les blocs sont ensuite présentés aux membres d’équipage qui sélectionnent les blocs qu’ils veulent faire. Contrairement aux blocs anonymes, les blocs personnalisés tiennent compte des préférences des membres de l’équipage. La construction de ces blocs se fait selon deux objectifs : le rostering et les blocs personnalisés avec séniorité (preferrential bidding). Le premier maximise la satisfaction globale des membres d’équipage sans considérer la séniorité. Le second priorise la satisfaction des membres ayant le plus d’ancienneté. D’un point de vue historique, la construction des blocs anonymes a été l’approche la plus utilisée par les compagnies aériennes nord-américaines alors que la construction des blocs personnalisés a été plus fréquente en Europe. Cependant, les blocs personnalisés sont aujourd’hui une approche de planification utilisée par de plus de compagnies aériennes nord-américaines car ils sont plus avantageux à la fois pour les membres de l’équipage et les compagnies aériennes. Par le passé, le problème de construction des rotations et le problème de construction des blocs mensuels ont été modélisés indépendamment. Bien que cette approche réduise la complexité du problème, elle ne considère pas les contraintes de construction de blocs mensuels lors de la construction des rotations. Ce faisant, il n’est pas possible de garantir une solution optimale pour tous les membres de l’équipage. Plus récemment, des chercheurs ont commencé à intégrer ces problèmes. Le problème de construction intégrée de rotations et de blocs mensuels anonymes pour les pilotes a été étudié par Saddoune et al. Cependant, au meilleur de nos connaissances, il n’existe pas de littérature sur le problème d’intégration de construction des rotations et des blocs mensuels personnalisés. Le premier objectif de cette thèse est de présenter une revue de la littérature sur le problème de construction des horaires d’équipage en transport aérien. De plus, nous présentons un modèle mathématique et une approche de résolution pour le problème séquentiel de construction des blocs mensuels personnalisés. Au meilleur de notre connaissance, aucun modèle permettant de prendre en compte les préférences des pilotes n’a été introduit dans la littérature. Nous avons également observé que peu de chercheurs comparent leurs méthodes sur les mêmes données. Nous proposons donc un ensemble d’instances ainsi qu’un générateur de préférences qui est disponible en ligne pour des fins de comparaison. Dans le deuxième objectif de cette thèse, nous considérons le problème intégré de construction des rotations et des blocs mensuels personnalisés. Nous proposons un algorithme heuristique qui construit simultanément des horaires mensuels pour les pilotes et copilotes, tout en respectant les préférences personnelles et les contraintes de sécurité. L’algorithme proposé alterne entre les problèmes de construction des horaires des pilotes et des copilotes afin d’obtenir des rotations similaires, même lorsque les blocs mensuels sont différents. De plus, en raison des perturbations qui arrivent souvent durant l’opération, nous nous sommes intéressés à développer un algorithme permettant d’obtenir une solution robuste ; c’est-à-dire que nous minimisons la propagation de la perturbation d’un premier vol aux autres vols et aux autres membres d’équipage. La troisième contribution de cette thèse vise à satisfaire cet aspect. Pour ce faire, nous résolvons le problème de mise à jour des blocs mensuels simultanément pour les pilotes et les copilotes. Nous visons à maintenir les services de vols et les rotations en commun pour les pilotes et les copilotes dans les solutions de mise à jour. Nous proposons ainsi un algorithme heuristique qui alterne entre le problème de mise à jour des horaires mensuels des pilotes et des copilotes. Pour résumer, cette thèse étudie le problème de construction intégrée des blocs mensuels personnalisés pour les membres de l’équipage. Nous nous concentrons à la fois sur la planification et sur la mise à jour des blocs mensuels.----------ABSTRACT : The airline crew scheduling problem assigns a group of crew members to a set of scheduled flights. This scheduling problem should respect also a set of safety regulations and collective conventions. The airline crew scheduling has received special attention in Operations Research because after fuel, the cost of crew members is the second largest cost for airlines. Due to complexity, traditionally researchers divided this problem into two steps which are solved sequentially: crew pairing and crew assignment. The former constructs a set of minimum cost anonymous feasible pairings for covering the scheduled flights while pairing régulations are taken into account. The latter combines the anonymous pairings with vacations, preassigned activities, and rest periods over a planning horizon (usually a month) to form new schedules for crew members while satisfying safety regulations. Crew members are divided into two groups based on their roles and responsibilities: the cockpit crew members and the cabin crew members. Cockpit crew members are composed of the pilot (captain), copilot (first officer), and flight engineer (for large fleets). The cockpit crew members are qualified to fly one or a family of aircraft types. The cabin crew members are the cabin captain and the flight attendants. Because cockpit crew members are paid substantially higher than cabin crew members, most of the literature has focused on cockpit crew members. In this thesis, we also focus on cockpit crew members composed of pilots and copilots. Despite crew pairings problem which always aims at constructing anonymous pairings, there are two general approaches that airlines consider when solving the crew assignment problem: constructing bidline schedules or personalized schedules. Bidline schedules are anonymous schedules for which the crew preferences and needs are not taken into account. After constructing bidline schedules for crew members, the airlines announce them to the crew members and crew members select the bidlines according to seniority order. In contrast to bidline schedules, personalized schedules consider crew member’s preferences and needs for constructing and allocating the schedules. There are two general ways for constructing personalized schedules: rostering and seniority-based. The former favors providing a maximum global satisfaction for crew members and does not take crew members seniority into account. The latter prioritizes satisfaction of more senior crew members to the junior ones. From a historical point of view, bidline scheduling has been the most common approach at North American airlines whereas personalized scheduling has been more common in Europe. However, personalized schedules are now becoming a common scheduling approach at american airlines by offering advantages for both crew members and airlines. Each of the crew pairing problem and crew assignment problem were modeled independently. This traditional sequential approach reduces the complexity of crew scheduling problem but does not guarantee a global optimum solution for crew members because the constraints of monthly schedules are not taken into account when the pairings are being constructed. More recently, researchers have started to study the integration of the crew pairing and crew assignment problems. The problem of integrated bidline scheduling for pilots has been studied by Saddoune et al. However, integrated personalized crew scheduling for pilots and copilots simultaneously has not been the subject of study so far. The first objective of this thesis is to present an extensive review of literature about airline crew scheduling problem. In addition, in the context of sequential scheduling approach, we present a mathematical model and solution approach for personalized pilot assignment problem. To the best of our knowledge, this personalized assignment model that takes into account the pilots preferences has not yet been introduced in the literature. Furthermore, we observed that researchers frequently do not compare their methods on the same data due to the lack of access to common data sets. Therefore, we made all the data sets and crew preference generators available online which will allow other researchers to do so. As the second objective in this thesis, we consider the integrated personalized crew scheduling problem that simultaneously constructs monthly schedules for pilots and copilots while respecting the personal preferences and safety constraints. In addition, we are interested to maintain the robustness of the crew schedules due to the real-life perturbations that arrive while the planned schedules are being operated. At the operational level, the pilots and copilots must have similar pairings when possible to prevent the propagation of delays throughout the schedules. We present a heuristic algorithm that alternates between the pilot and copilot scheduling problems in order to obtain similar pairings even when the monthly schedules are different. In real life, various disruption sources such as weather conditions may result in delaying or canceling the scheduled flights. These delayed or canceled flights will affect the crew schedules. Due to delay propagation, robust crew recovery problem is very significant. As the third contribution of this thesis, we solve the recovery problem simultaneously for pilots and copilots where the planned schedules are constructed using personalized scheduling approach. We aim at keeping the duties and pairings in common during the recovery solution process. This aim is satisfied by considering heuristic algorithm that alternates between pilots and copilots recovery problems. The re-scheduled flights are considered to be given as an input data.To summarize, this thesis studies integrated personalized crew scheduling problem, in both planning and operational level, which simultaneously constructs/recovers monthly schedules for both pilots and copilots

Ultra-Long-Haul Commercial Operations: An Assessment of Current Health and Safety Standards

The international and national authorities, manufacturers, and commercial airlines have invested extensively in-flight crew operational research and aircraft system development in preparation for ULH flights. Conversely, the progress on health and safety and its impact and standards has received limited attention in the industry. Though stringent medical certification requirements by international and national regulatory bodies ensure no deviance in operational safety, less emphasis has been put on other occupational factors that can impact the aircrew while operating these ULH routes. The current studies on the topic are sparse and have only focused on factors such as fatigue, sleep loss, circadian rhythm, and alertness for pilots operating these routes. Concurrently, limited and inconsistent studies have focused on flight attendants\u27 experiences of these factors while operating ULH flights. This thesis research will help determine various regulatory health and safety standards and best practices for aircrew operating ULH routes. The study also reviews the current state of health culture and investigates if it is practiced in the current aviation operational dynamic. Correspondingly, this study also intends to identify and address gaps in the current health and safety regulatory structure that can help form a well-controlled baseline knowledge. Based on the literature on health and safety in aviation, an online survey was developed, which consisted of a mix of open-ended qualitative and close-ended quantitative questions. The sample for this research was drawn from a population of aircrew who currently operate ULH operations. The analysis of the survey data presented significantly different response experiences between pilots and flight attendants. Pilots reported a higher prevalence of cabin air quality and humidity, noise, and vibration concerning the cabin environment. In contrast, the flight attendant reported that in-flight rest facilities significantly affect their health while operating these routes. For in-flight job related, the pilot reported dehydration, improper diet, and lower back pain as the top three health-related factors. Conversely, the flight attendant reported dehydration, deep vein thrombosis, and neck pain as the top three health-related in-flight factors experienced on the ULH flight. Further analysis of this study suggested that the regulatory authorities established very few specific regulations and advisory guidance concerning aircrew health and safety regulations for ULH operations. Most current regulations are prescribed for fatigue and its management, and only limited regulations have been established for other in-flight effects experienced by aircrew. Notably, most of these regulations are pilot-centric, and only a few specific regulations have been established for flight attendants. Due to the small sample size of this study, presenting any conclusion on health culture was challenging. This study has identified that aviation regulators and operators should undertake additional research on a large scale to identify health and safety impact factors for aircrew operating these ULH routes. Lastly, aviation regulators must revise, address and improve many health and safety regulation areas pertaining to flight attendants

A critical approach to fatigue risk factors in cockpit and cabin crew for the flight safety in aviation industry

This paper aims to develop a critical approach to flight safety by assessing theoretical and empirical studies on fatigue risk factors in cockpit and cabin crew. This paper also builds a fundamental basis for managing fatigue risk factors in aviation industry. The maincontribution of the paper demonstrates the fact that primary and secondary fatigue risk factors in cockpit and cabin crew affect the level of job satisfaction, operational efficiency and flight security

Fatigue Risk Management Systems (FRMS) for cabin crew : evaluation of the current status and future needs : a thesis presented in partial fulfilment of the requirements for the degree of Doctor of Philosophy in Public Health, Massey University, Sleep/Wake Research Centre, Wellington Campus, New Zealand

Figures re-used with permission.Fatigue Risk Management Systems (FRMSs) are a more recent approach to improving safety and increasing operational flexibility and have been utilised in the operation of Ultra-long range (ULR) flights that exceed traditional flight and duty time limits. Because ULR scheduling and FRMS processes for cabin crew are predominantly based on flight crew data, little is known about how well these work for cabin crew. A mixed methods approach was used to evaluate the current status of, and future needs for, FRMS for cabin crew. The sleep of 55 cabin crew was monitored throughout a ULR trip between Johannesburg and New York. On each flight, crewmembers rated their fatigue, sleepiness, and workload, and completed a 5-minute Psychomotor Vigilance Task at key times. In addition, semi-structured focus group discussions were held and thematic analysis was undertaken with data from 25 cabin crew with ULR experience. Findings demonstrate that collecting fatigue monitoring data, as for flight crew, is also feasible for cabin crew, provided that operational differences between cabin crew and flight crew are considered. Using mitigations that mirror those used for flight crew, cabin crew fatigue can be managed effectively on a ULR flight. The findings also highlight the importance of: a) considering workload, the cumulative effects of fatigue across the entire ULR trip, and the impact of the entire schedule worked, for improving the management of cabin crew fatigue associated with ULR operations, and; b) sufficient rest for adequate recovery and work-life balance in support of employees’ overall health and well-being; c) company support, in the form of fatigue-related processes and resources, effective communication and management’s engagement with cabin crew. Priority should be given to fatigue management training for cabin crew, which may also enhance perceived company support and assist with achieving a better work-life balance. Viewing fatigue as a compound hazard, the management of fatigue-related safety risks and health risks may be optimized if FRMS and OHS can be more closely linked or integrated, in support of improving cabin crews’ safety and service, and health and well-being