The Future of Air Traffic Control

Preview: Comprehensive Fatigue Management Program

There are several factors which contribute to an individuals’ level of fatigue, including: diet, level of physical activity, circadian disruption, the presence of sleeping disorders, and exposure to sustained stress. Since there are several factors which contribute to fatigue, each of these factors must be addressed and an appropriate solution achieved. Leaving out any of the contributing factors would result in a less than optimal fatigue management program.

Working shifts disrupts the body’s natural circadian rhythm, the 24-hour cycle in the biochemical, physiological or behavioral processes of living beings. The circadian rhythm keeps us awake in the daytime, and sleeping at night, and maintains this cycle of ups and downs in a fairly regular pattern. Circadian time of day refers to the specific position within the circadian rhythm at any given point in the day or night. During times of melatonin acrophase (peak) or circadian trough, the body is primed for increased sleepiness, and during times of circadian peak the body is attuned to heightened awareness, or an increased level of wakefulness. It is important to understand that circadian time of day can contribute to an increased level of fatigue during its low points, and the impact of requiring pilots to maintain a state of wakefulness during this time. Additionally, it is vital to understand that rest time scheduled during circadian peak results in the pilot’s inability to achieve good rest, as the sleep window is in direct conflict with a period of circadian wakefulness. Operational countermeasures must be specifically designed to address the window of decreased awareness, and FAA rules must allow for an increased rest opportunity if rest times fall within the circadian peak to ensure pilot’s ability to obtain the amount of sleep required for operational safety. Schedulers should be trained on these factors, and the goal should be to only consider as many flights as safety permits, and not sacrifice safety for monetary gain.

Irregular hours, split shifts, and frequent rotations between night and day are common to members of the aviation industry, often times requiring a high level of concentration when flight crews would normally be sleeping. Circadian disruptions are often accompanied by sleep loss, with the lack of sleep creating an environment where the individual is too tired to concentrate effectively, resulting in an increased level of fatigue and the possibility of error or injury.

The recommended amount of sleep for the body and mind to recover each day is approximately 8 hours. There are no cognitive deficits associated with 8 hours of sleep per night. However, studies have shown that getting 6 hours of nightly sleep over a 2 week period is the equivalent of operating under the effects of an entire night of sleep loss. Individuals who only get 4 hours of sleep per night over a 2 week span are operationally equivalent to those experiencing an entire weekend of sleep loss. Studies have also shown the level of sleepiness perceived gets further and further from the truth as you get less sleep, resulting in a situation where you are unaware of how tired you are, and the decrease in cognitive ability. This is dangerous for pilots, who typically get around 6 hours of sleep per night, and are required to maintain high levels of cognitive ability and attention while flying an aircraft. It is necessary to rely on more than the individual’s subjective reports of sleepiness, as these reports are not reliable measures of cognitive ability or sound predictions of performance. In addition, allowances must be made in scheduling and FAA rulemaking to ensure aviation positions that require consistently high levels of mental performance receive the opportunity for 8 hours of sleep each night in order to effectively reduce fatigue and operational errors.

Undiagnosed sleep disorders, such as sleep apnea, can create a situation in which the individual awakens frequently during the night, robbing them of valuable REM sleep, which is required for the body to recover adequately from the day’s events. These frequent awakenings go unnoticed in some instances, and keep the individual in lighter phases of sleep for the majority of the night, resulting in them receiving less than the required amount of sleep, and an increased possibility for the effects of fatigue. Studies suggest that arousals occurring at a rate of 1 per minute lead to daytime cognitive impairments associated with 1 night of sleep deprivation.(121,135) This scenario may be all too common, especially when specific populations with intrinsic sleep disorders are considered. Obstructive sleep apnea (OSA) is a common disorder affecting between 2 and 4% of the adult population (136–139). Sleep fragmentation has also been linked to deficits in sustained attention tasks as well as excessive daytime somnolence.(123,124). Pilots should be tested for sleeping disorders in a timely manner, such as during pilot training, to ensure the effects of these disorders do not lead to fatigue related mishaps.

Another contributing factor to fatigue is stress. The situations and pressures that cause stress are known as stressors. We usually think of stressors as being negative, such as a taxing work schedule or poor relationship. However, anything that puts a high demand on you or forces you to adjust can be stressful. This includes positive events such as getting married, buying a house, or simply receiving a promotion. Prolonged stress has certain degrading effects on the body, which includes cognitive symptoms, such as the inability to concentrate, emotional symptoms, such as feeling overwhelmed, physical symptoms such as nausea and dizziness, and behavioral symptoms such as inability to sleep. Each individual’s tolerance for stress is unique. Some people can handle more stress than others due to their individual experiences and psychological makeup.

Prolonged stress is proven to have negative effects on the body. “Prolonged stress can cause a permanent biochemical imbalance in the health system… stress is known to develop various health complications such as asthma, cardiac complication, high blood pressure, allergy, fatigue, depression, insomnia, anxiety, irregular bladder, headaches, body pain and many more” (Reference available). Severe stress lasting weeks or months can impair cell communication in the brain’s learning and memory region (Reference available).

Another contributing factor to fatigue is improper nutrition. The body must gain certain nutrients from the diet, and these nutrients keep the body and mind performing at maximum efficiency. Any lack of nutrients will have a direct impact on how the body and mind function, creating an environment which is detrimental its recovery, and can lead to the effects of fatigue.

There are 8 essential amino acids that we must obtain from our diet in order for the body to effectively recover from fatigue. All of the other amino acids required by the body can be produced from these 8 essential amino acids. Studies have shown that certain combinations of foods provide these 8 essential amino acids, and will be outlined in the dietary requirements of the full text version of the comprehensive fatigue management program. One example is eating corn and beans together. Personal experience has shown that a simple can of corn and can of beans before sleeping for the evening, or even a nap, results in a refreshing sleep and a subjective report of recovery from fatigue. I used pinto beans to test this theory because I prefer their taste. My recommendation is to do this at least twice a week to ensure all 8 essential amino acids are available to help your body recover.

Massage has also been shown to increase the eliminative processes of the body, and allow a faster recovery from the effects of fatigue. A massage program, when applied to the aviation industry, has the potential to reduce fatigue and thereby increase safety, and should be incorporated for those positions which normally experience high levels of stress. If you look at chronic fatigue syndrome, of which constant fatigue is characteristic, massage has proven to reduce the stress-related effects of this disorder. It should also be noted that an extreme stress environment is a risk factor for developing this disorder, and many aviation jobs qualify under the title extreme stress. In effect, massage could reduce the risk of acquiring this disorder for the group of individuals it is most likely to affect.

There is no single answer when addressing the complex issue of fatigue in aviation operations. Because there are so many influential factors that contribute to the effects of fatigue, each factor must be addressed, and a comprehensive fatigue management program will, for many, require a lifestyle change in the choices of food consumed, amount of exercise, and sleep management. Additionally, it is imperative that these lifestyle changes are encouraged and supported by leaders, who have the power to ensure the following of procedures and guidelines in support of increased safety. Our people are our greatest asset, and taking care of our greatest asset should always come first, ahead of monetary gain, which when viewed alone, tends to compromise the safety standards we have set for ourselves in the aviation industry.

The full version of this document will be released in approximately 30 days.

By: Amber Markham, Air Traffic Controller

Free Flight Systems- The End of Air Traffic Control?

I was told today that Free Flight Systems is the start of the end for air traffic controllers. I mean, if pilots have the technology to see their own traffic, then who needs us? Free Flight Systems is a company that specializes in avionics technology, such as the ADS-B system of NextGen. This technology brings precise traffic depictions and real-time weather into the cockpit, and ultimately lets the pilot see the same traffic as the controller.

I believe the person with the best view should have control of the situation, and who has a better picture than ATC's radar scope controller?

Air Traffic Controllers are trained to have "positive control" on aircraft. This means that we know exactly what they're going to do because we tell them what to do, then get a readback to ensure their understanding and compliance. i.e. "descend and maintain 5000, turn right heading 2-5-0". Deviations from ATC instruction are reprimanded because, when we aren't on the same page, it becomes dangerous.

It's not an easy task to keep track of multiple aircrafts altitude and direction, and watch for mistakes or miscalculations. In uncongested areas I can see Free Flight making great success. However, ATC is very busy doing their job. Can the pilot shoulder the additional stress and decision of continually determining which aircraft are a factor, and can he do it consistently and accurately while flying the plane? And if there are 20 aircraft within 20 miles? In an emergency situaiton, do you have time to watch out for traffic while you're running the emergency checklist?

Yes, Free Flight Systems is providing top knotch avionics equipment, but they have a long way to go before they run air traffic controllers out of a job. We operate in a system of checks that keeps us watching each other's back for the sake of safety. Today, even with the latest technology,pilots need us controllers as much as the world needs them.

Amber Markham, Air Traffic Controller

Making the Connection

Today I compared the miniature solar system of an atom to the giant solar systems in space. The result? They are very similar. If atoms make up our body, and are comprised of these miniature solar systems, containing a nucleus in the center (the sun) and electrons in orbit around it (the planets) then this leads me to believe that the giant solar systems in space make up a body too. We are just too small to see it. I will be conducting further research in this area, and reporting my findings here, as this is of great interest to me. Are we part of a body so big that our solar system is comparable to that of an atom in some huge structure? And can we create the technology to see outside, and get a good idea of exactly what we are a part of, in the vast scope of space?

By: Amber Markham, Air Traffic Controller

Pilot Fatigue Solution

The only solution I’ve seen for pilot fatigue is rest. However, there is a more effective way to combat pilot fatigue. It has been proven that your body produces toxic chemicals as a result of physical and mental work. Aviation personnel experience some physical, but mostly mental work to the extreme, daily. These toxic chemicals build up in your system, resulting in a decreased ability to function, think, and perform, also known as the effects of fatigue. This chemical waste clogs up your brain and body, and hampers its ability to conduct business as usual, effectively slowing you down. Since your body has to work around this chemical waste, the job is more difficult, and eventually you feel exhausted and drained. Sound familiar?

Now the only way modern society knows how to rid your body of the effects of fatigue is rest, by letting the body’s natural eliminative processes flush the chemicals from your system. Want to know a faster way? Get a massage. Massage has been proven to speed the body’s recovery from the effects of mental and physical fatigue by speeding the eliminative processes.  Massage increases the blood’s activity, and the blood is what carries this toxic waste away. I’m not just talking about a little bit faster, but much, much faster. Based on scientific studies, 5 minutes of massage can revive muscles that have been completely exhausted, and allow them to do more work than before, without becoming exhausted again. Scientific studies have also shown that massage increases cognitive ability through the same process of flushing these toxic chemicals, allowing the brain to effectively remember and react. Two groups were given tests and one of those groups were given massages too, the massage group completed the tests in half the time, with half the errors as the control group. Impressive isn’t it.

 Why do we not have a standard massage program for pilots? Because everyone is looking in the wrong direction. Massage is the good news for aviation that no one is hearing. This information is not new, but has not been applied to the aviation industry as a legitimate finding on fatigue management.

In my article about massage, I explain these processes, and recommend a viable cost-effective solution to the aviation industry. If you don’t have time to read the whole thing, that’s okay, just go get a massage twice a week for 20 minutes and you’ll be doing yourself and the whole aviation community a great service. Flying a plane is hard work, controlling air traffic is hard work. In order to give 100% every day, you must let your brain and body recover. Speed this recovery, with massage.

I am currently attending Embry-Riddle Aeronautical University, as a senior, and since I started getting regular massages, my grades have steadily risen to the point of making straight A's. As an added bonus, I'm more relaxed in general, and less tired. I can work through several hours of physics without getting that dull headache that plagued me before. Try it for yourself, and let me know your success story.

By: Amber Markham, Air Traffic Controller

Hubble gets $1 Billion Overhaul: New Crystal Clear Pictures

Picture above: Two galaxies collide

The astronauts left behind a refurbished Hubble that scientists say is better than ever and should keep churning out pictures of the universe for another five to 10 years. They carried out five spacewalks to give the 19-year-old observatory new science instruments, pointing devices and batteries, and fix a pair of broken instruments, something never before attempted. The replacement camera and other new instruments will enable Hubble to peer deeper into the universe, to within 500 million to 600 million years of creation.

In 2013 Hubble will be replaced by the James Webb Space Telescope, and in 2020 the Hubble will become space junk that astronauts will steer to fall somewhere in the Pacific Ocean.

You can see some of Hubble’s newest pictures in the photo album link on the right side of the page. The pictures maintain great clarity because the space telescope is outside earth’s atmosphere.

To stay updated on what Hubble's up to, follow the link below.

 http://hubblesite.org/gallery/album/

By: Amber Markham, Air Traffic Controller

Holiday Surcharge Madness: Its the American way

AMR is the parent company of American Airlines. According to their financial report, AMR incurred a $298 million loss in the 2^nd Quarter of 2008. In comparison, the 2^nd Quarter of 2009 they reported a $319 million loss. In the same report, AMR saved $910 million on fuel costs in the 2^nd Quarter of 2009. You do the math. How can you save $910 million and still incur a greater loss than last year? AMR must be paying a lot of back bills with that money, or they’re being severely mismanaged.

Now American Airlines is charging a $10 holiday surcharge for peak travel days to get back in the green. Initially the $10 surcharge was being tacked on for three peak travel days, Nov. 29, Jan. 2, and Jan 3. Now they’ve added more days: Dec. 19, Dec. 26, Dec 27, and spring break days of Mar. 14, 20, 21, April 11, and May 28. This surcharge was added with no formal announcement, which has some customers accusing the airline of sneaking in hidden fees. If you choose to fly on the above days, fly Southwest. Not only do they have the best safety record, but they are one of the few airlines that aren’t buying into the holiday surcharge madness. Other airlines that have added the surcharge include: United, US Airways, and Delta.

By: Amber Markham, Air Traffic Controller

Hazardous Space Junk?

The official word is that the chances of human casualties as a result of orbiting or re-entering debris are small. But according to NASA itself, the growth in the amount of debris poses a "rapidly increasing hazard."

NASA's Space Science Branch at the Johnson Space Center believes that approximately one cataloged piece of debris has fallen to Earth every day for the last 40 years. Because most junk burns up as it re-enters the atmosphere and the sheer size of Earth's land mass, the risk that falling space debris poses to anyone is extremely small.

            However, according to my research, there are several reports of farm animals being injured and at least one fatality due to space junk.

            The U.S. Space Command tracks more than 8,000 orbiting objects larger than 4 in (10 cm), of which only 7% are operational. The rest are debris—dead satellites, parts of exploded rockets, nuts, bolts, other lost hardware, etc. Most orbital debris is found in Low Earth Orbit (LEO), in altitudes below 1,243 mi (2,000 km). At these altitudes, objects collide at a speed of 6.2 mi per second (10 km/sec). In such velocities, even very small objects can inflict serious damage. It is estimated that smaller, non-tracked debris number in the millions. How much damage can an object smaller than 4 inches inflict in space? NASA documented a cracked space shuttle window from an impact with a paint chip estimated to be 0.008 in (0.2 mm) in diameter. Larger debris could cause damage up to and including a complete breakup of the spacecraft.

            According to a NASA report, the chances of collision increase with the size of the object and the longer it stays in orbit.

The United States has taken an official stand that is outlined in the 1996 National Space Policy that clearly states: "The United States will seek to minimize the creation of new orbital debris."

The Air Force Space Command tracks debris larger than 4 inches and gives warning to NASA and others if trash is projected to come close to astronauts. Several times NASA has moved the space station to dodge nearby junk. But that's only the debris the Air Force can track.  "The greatest risk to space missions comes from the non-trackable debris," says Nicholas Johnson, chief scientist of NASA's Orbital Debris Program Office in Houston, Texas.

The most spectacular re-entry in the short history of the phenomenon was Skylab. Launched in 1973, the first and only U.S. space station made re-entry six years later, part of it splashing into the Indian Ocean and another portion ending up in Australia.

For more pictures of space junk in low earth orbit and high earth orbit, visit the photo album link on the right side of your screen. For more information about space junk visit http://www.nasa.gov

By: Amber Markham, Air Traffic Controller

About the Author

I was an Air Traffic Controller for the U.S. Air Force for 4 1/2 years, and an ATC Instructor for 1 1/2 years before leaving the military. I earned multiple awards including Airman of the Year, Professional of the Year, and Distinguished Graduate. I was also awarded a Commendation Medal for superior Air Traffic Control service in an simultaneous dual emergency situation involving a KC-135 with an engine out, and another emergency F-16 fighter with a hung flare which shut down both runways in Okinawa, Japan during peak traffic hours. Currently I'm set to graduate in May 2010 with a Bachelor's degree in Professional Aeronautics from Embry-Riddle Aeronautical University. After graduation I will be seeking employment with the Federal Aviation Administration (FAA) as an Air Traffic Controller, and hope to eventually become an Instructor in the civilian sector.

By: Amber Markham, Air Traffic Controller

Overscheduling Flights: Greedy Airlines Create Delays Daily

Greedy airlines cause thousands of delays daily, scheduling more flights than airports can actually handle. Air Traffic Controllers are exhausted playing catch-up. Flyers suffer. It’s a problem not addressed by NextGen, and not likely to end soon.

Each airport has a maximum rate for safe operations. That is to say, there are a maximum number of planes that can depart and land per hour, in perfect weather conditions. It’s called the Arrival/Departure Rate. If there’s a plane on the runway already, you can’t land because it’s not safe. There are a limited number of runways at each airport, and therefore a limited number of arrivals or departures that can happen each hour.  We all know the weather is rarely perfect, and this sometimes results in delays. Adding to those delays are the airline’s ability to schedule flights to airports around the country that exceed the arrival/departure rate for that particular airport. Below is part of a testimony by the President of the National Air Traffic Control Association to give an inside view into what overscheduling means. The full testimony can be read by following the link at the end of this article.

At Newark:

[At Newark-Liberty International Airport, on the morning of Sept. 5, controllers arrived at work and discovered that they would instantly need to start issuing delay information to specific flights. The reason? Between 9-10 a.m., there were 57 flights scheduled to depart the airport. But Newark can only handle 45. That meant 12 flights right off the bat were instantly delayed before the beautiful sunny morning could even progress any further.]

[A more detailed look:

o In the three hours from 5-8 p.m., when the airport can accept 46 arrivals per hour for a total of 138, there were 160 scheduled arrivals. Those late arrivals put a heavier burden on the "big" 8 p.m. departure hour when 51 departures were scheduled.

o Adding in all the late arrivals, there are more than 60 planes needing to depart in that hour when the airport can only support 44-45. ]

[The bottom-line is that once the airport is scheduled beyond its capacity, any operational issue will only worsen delays built into the system by airline over scheduling.]

At Chicago-O’Hare:

[Also on Sept. 7, the delays were scheduled to mount. And that’s before any aircraft touched the runways. At 8:15 a.m., there were 41 departures scheduled. But the airport can only handle 25 as previously stated. This means there were 16 flights that automatically were delayed due to the laws of concrete and physics. Those 16 flights spilled into the next half hour, which already had 16 flights scheduled, bringing the total for that 15-minute block to 32, which is SEVEN more than the airport could handle and which spilled into the next half hour, where there were 19 flights scheduled.

�� At 10 a.m., there were 39 departures scheduled, meaning that if everything went perfectly, 14 flights were late just by sheer volume delays caused by overscheduling.

�� At 1 p.m., there were 50 departures scheduled, with another 28 waiting to depart at 1:15 p.m. and 26 more at 1:30 p.m. Between 1 - 2 p.m. CDT, the total departures scheduled were 123. The airport can only handle 100. ]

The above testimony includes many examples of overscheduling, not just the few I’ve listed here.

 Does the government need to regulate the amount of traffic that can be scheduled based on the capacity for each airport?  The FAA has the ability to limit the number of arrivals and departures scheduled, but they have proven to be hesitant to address the situation.

Should the airlines be fined for knowingly creating customer delays? Possibly. It’s not right to lie to your customers, and when they say you’ll get there at a certain time, knowing you can’t, it’s lying. There should be some kind of penalty for knowingly being untruthful, especially in business.

Are the airlines over scheduling practices driving out exhausted controllers who are in desperate need of time off? When controllers are stuck playing catch-up for hours because of the overscheduling, they become exhausted. It’s been going on for years now, and many controllers have left their occupation for reasons including being overworked. I believe the airlines do have a share of the blame.

Is overscheduling partially responsible for the severe amount of time it takes for an Air Traffic Control Trainee to get checked out at the nation’s busiest airports? Of course! When there are high levels of traffic you want the most experienced controllers working. That means at peak times there’s no training being accomplished, creating a situation where the most experienced in the field, the trainers, are completely worn out. Once controllers get mentally exhausted, not only is it a safety issue, but the quality of training is diminished. Additionally, those trainees are stuck in training for years, waiting on time in position where they could actually be taught something.

NextGen’s expansion of airports will help with the traffic, but at the same time, if the airlines are not called down on these unrealistic scheduling practices, they will continue to overschedule flights. After the runway expansion projects around the nation are complete, there will be more room to land planes, and the arrival/departure rate will increase at each airport. How many runways will each airport get? This depends on government funding. If there’s not enough money to buy land and build ten extra runways, maybe your airport will only get 1 new runway out of the deal. With the projected number of air travelers in the coming years climbing into the billions, there will be more flyers , and therefore more opportunities for greedy airlines to over schedule flights and swamp the flying public with delays. For who of us has stepped up to stop them?

The airlines are in a position to help with their scheduling practices, but will they? Or will they continue to make money hand over fist with no regard to their customers’ satisfaction. The future of aviation is at stake, and we all must work together to make it happen safely. Just a small concession on the part of airline schedulers has the potential to change the way the aviation industry operates, creating a reduction in delays and controller workload, which will put a smile on every face in America.

By: Amber Markham, Air Traffic Controller

Link to NATCA President’s full testimony:

http://www.natca.org/assets/Documents/legislationcenter/NATCADelaystestimonyFINAL.pdf

Can A Massage Program Effectively Reduce Fatigue in Aviation Personnel?

Understanding the limitations of humans and the complexity of aviation industry jobs underscores the need for the development of a more comprehensive safety program element, emphasizing stress and fatigue management. The current safety program elements do not effectively reduce or combat stress and fatigue on an individual long-term basis, resulting in a higher than acceptable safety record. Massage has been proven to effectively reduce stress and fatigue, and provides a myriad of increased health benefits resulting in stronger, healthier, and more focused individuals. A massage program, when applied to the aviation industry, has the potential to increase mental sharpness, effectively combat fatigue, which is a major safety problem, and as a secondary result, reduce healthcare costs overall.

People are involved in every aspect of the aviation industry. Air Safety Week, a top newsletter devoted to news and the analysis of aviation safety, reported in their January article, “Among the leading cause of fatal accidents for U.S. air carriers from 1989 to 1996 were loss of control and CFIT (Controlled Flight Into Terrain). Human error was identified as a major contributing cause in a large percentage of these accidents.”(2009).

Aircraft cost millions, and sometimes billions of dollars, so why do aviation professionals make these costly mistakes? In short, they’re exhausted. Long hours in a high stress environment for an extended period of time leads to fatigue. We have seen the effects of fatigue in aviation, and with the extreme growth in this industry, the problem will only get worse if not addressed. Air traffic controllers and pilots alike are being asked to push the limits of their ability as management tries to make up for the manning shortage. As we make leaps in technology, many safety program elements are focused on this new technology in the cockpit, to help the pilot make fewer mistakes. However, it should be noted that the misuse of new technology has been the contributing factor in some aviation accidents, and it does not address the underlying deep-rooted problem of human error due to fatigue.

According to the publication, Plain Language About Shiftwork, approximately 15.5 million people work shifts. (1997). Working shifts disrupts the body’s natural Circadian rhythm, the 24-hour cycle in the biochemical, physiological or behavioral processes of living beings. Irregular hours, split shifts, and frequent rotations between night and day are common to members of the aviation industry, in addition to extended work hours and high levels of physical and/or mental stress. These Circadian disruptions are often accompanied by sleep loss, with the lack of sleep creating an environment where the individual is too tired to concentrate effectively, resulting in an increased possibility of error or injury.

In a natural environment, when exposed to stress, we would have to fight or flee, and the body would gear up and use the chemicals produced for this purpose appropriately. However, in a stressful work environment, with no fighting or fleeing necessary, those chemicals remain in your system, effectively reducing your body’s ability to function properly.

Under stress, the body produces cortisol to help meet the challenges of fight or flight. If your body is under high levels of stress consistently, the cortisol builds up in your system, causing damage.

Sustained high cortisol levels destroy healthy muscle and bone, slow down healing and normal cell regeneration, co-opt biochemical’s needed to make other vital hormones, impair digestion, metabolism and mental function, and interfere with healthy endocrine function as well as weaken your immune system.

Additionally, a weakened immune system can lead to a wide variety of health problems, including asthma, obesity, hypertension, insomnia, migraine headaches and an increased risk of cancer. T cells in the immune system are the body’s only real means of defending itself against cancer cells, and according to the Psychological Harassment Information Association, “stress decreases the number of helper T cells in your body.” (2003). This means people who are consistently stressed are at a higher risk of getting cancer than those who consistently take the time to relax.

Fatigue is a mental and/or physical exhaustion that can be triggered by stress, medication, overwork, or mental and physical illness or disease. As described by the Encyclopedia of Alternative Medicine:

 Physically, fatigue is characterized by a profound lack of energy, feelings of muscle weakness, and slowed movements or central nervous system reactions. Fatigue can also trigger serious mental exhaustion. Persistent fatigue can cause a lack of mental clarity (or feeling of mental “fuzziness”), difficulty concentrating, and in some cases memory loss. Consistent levels of fatigue can also cause depression, irritability, digestive problems, and increased susceptibility to illness. (2009).

Studies have shown that massage will decrease the effects of stress and fatigue on the body by decreasing stress and fatigue, in both animals and humans. This information has been around for quite some time, as J.H. Kellogg, M.D. wrote in The Physiological Effects of Massage about massage’s ability to remove the effects of fatigue:

 Ranke, Helmholtz, Du Bois-Raymond, and more recently, Abelous, have conclusively shown that special toxic substances are produced as the result of muscle work, and that the phenomena of fatigue are due to the influence of these substances upon the nervous and muscular systems. Zabloudowski has shown that frogs completely exhausted by faradization of the muscles, although not restored by fifteen minutes’ rest, were revived at once by massage, and were even able to do twice as much work as before. In another experiment, a man lifted with his little finger, one kilo (2 1-5 lbs.) 840 times, lifting the weight once a second. The muscles of his finger were then completely exhausted. After five minutes’ massage he was able to lift the same weight 1100 times, and his muscles were even then not greatly fatigued. Mental fatigue is also relieved by massage, through its effect upon the circulation and the eliminative organs. The toxic substances produced by mental activity, are more rapidly oxidized and removed from the body, while the hastened blood current more thoroughly repairs and cleanses the wearied nerve tissues. The entire nervous stem, through the improved nutrition induced by massages, experiences general reconstructive effects. (1895).

A certified massage therapist, Vicki Platt, highlighted recent findings on the effects of massage in the workplace, including a five-week study at Bowling Green State University, proving massage has the ability to increase mental alertness:

 The individuals who participated in the study were massaged twice a week and completed a math test in half the time, with half the errors as the control group. (2007).

The investigations listed herein have shown beyond any doubt that massage is one of the most effective ways of influencing the human body’s ability to eliminate toxic substances, and thereby recover from fatigue. Massage has the ability to speed the recovery from fatigue at several times the rate of rest alone, and revive the muscles to potentially do more work than they previously could. This information is not new, but it has not been applied to the aviation industry as a legitimate finding on fatigue, and as of now there are no programs available that incorporate these principles.

We know massage can revive muscles, it has the ability to instantly start relieving stress, and it helps cleanse toxins from the body. There are immense health benefits from having a regular detoxifying massage, in addition to the health benefits of maintaining a reduced level of stress. This leads to a healthier, stronger, more relaxed, and more focused workforce. The proposed next step is to incorporate an effective yet affordable massage program into the aviation industry focusing on pilots and air traffic controllers, who are the last lines of defense against a mishap.

The average massage therapist makes approximately $25 per half hour. Ideally, each pilot/controller would be required to get a 30-minute massage two times per week to effectively reduce stress and fatigue. According to a recent safety report, American Airlines holds the record for the most fatalities of carriers in the United States, which could mean they have the most critical safety record of any domestic airline. In order for each pilot working at American Airlines to get the recommended massage twice a week, with their staff of over 11,000 pilots, it would cost over $28.5 million per year. At this rate, a corporate style massage program would not be a cost effective solution. However, there is a solution to the severe costs without sacrificing the benefits that massage brings to aviation.

The benefits of massage are derived from person-to-person contact, but based on the purpose of cleansing toxins from the body to reduce fatigue; a massage chair would provide similar mental and physical benefits. The stimulation provided by a massage chair would effectively reduce the level of stress and fatigue in aviation professionals wherever it was utilized.

The reason most pilots and controllers don’t get regular massages is that it’s inconvenient. Pilots and controllers would have to schedule an appointment to meet with a massage therapist, who probably works different hours than those required by aviation professionals. A massage chair can effectively eliminate the problematic nature of receiving a massage, simply by being there. Having access to a massage 24 hours a day, every day, in the privacy of their home, allows for stress and fatigue relief on the pilots schedule. Being able to receive frequent massage therapy reduces the effects of long-term stress and fatigue on individuals and creates a condition in the body that allows for maximum efficiency.

Many different massage chairs are available, and they vary in style and quality. In order to be a truly cost-effective solution, I had to consider the large sum of money and its potential to leave the country in search of inexpensive chairs. The recommended massage chair is the Human Touch HT-103 Robotic Massage Chair. I chose this chair manufacturer based on their record of quality, price, and most importantly, one that will keep our money in the United States.

The HT-103 introduces three different massage programs, with the optional foot and calf massage easily added to each of the programs available. The Human Touch Technology includes rolling, kneading, compression, and percussion, which effectively relieve muscle tension, improve circulation, clean the toxins from muscle and nerve tissue, induce blood flow, and tone and strengthen muscles.

Pilots and controllers are in desperate need of a solution for the every growing problem of fatigue. Each Human Touch HT-103 Robotic Massage Chair costs $1499; a small price to pay for the relief it brings. Taking a moment to compare this cost to the earlier figure of supplying every American Airlines pilot with a hands-on-massage, which was $28.5 million PER YEAR, the ONE-TIME COST associated with supplying each of these pilots with a massage chair is approximately $16.5 million. The benefits of massage are clear, and the massage chair provides a cost-efective solution to one of the largest problems in aviation.

Investing in the personnel who provide one of our most important modes of transportation is something we must achieve. Millions of dollars are spent on training, technology upgrades, and research. We also provide our aviation professionals with high stress, fast-paced jobs, and require they perform at maximum efficiency. Giving these individuals an outlet for their stress and a way to effectively manage fatigue is imperative for the safety of flying public and the future of aviation as well.

By: Amber Markham, Air Traffic Controller

What Makes an Aviation Professional?

I catch the look exchanged between the pilot and his cargo as they board their commercial flight to Los Angeles.  Can we trust you?  This unspoken request hangs in the air, each gaze finally broken by the crowd pressing forward to find their seats. A few of the passengers here are flying for the first time. All of them trust the pilot and flight crew with their lives. What is it that makes the crew able to accept the responsibility for so many? Do they hold certain personality traits that make them better suited for this type of work, or have they simply adapted to the high demands of the job, and high expectations of the public? These are the questions we will answer as I take you on a journey with an in-depth look at today’s aviation professional, their responsibilities, and the characteristics that enable them to carry our most precious cargo, the passengers.

The aviation industry is responsible for thousands of lives every day. Each aviation accident has the potential to cost millions of dollars in equipment, and even more tragically, extinguish precious life. In a field where trust is hard earned, and accidents happen, they must hold themselves to a higher standard of accountability.

The ability to think clearly in times of crisis, when most people freeze, is what defines us as professionals. Many people can do their job well every day, but when disaster strikes they stand frozen, unable to react. “Fear is the most powerful emotion,” said University of California Los Angeles psychology professor Michael Fanselow. (Associated Press 2007).

Professionals have the ability to separate their personal feelings from the task at hand, and since their thought process isn‘t hampered by emotion, they retain the ability to make sound decisions.

The public also holds aviation professionals to a certain standard of excellence. They are expected to know their job, and know it well. Thousands of hours are spent learning in classrooms, on-the-job, and later in the field, and training on updated techniques or upgraded equipment is never-ending. Every airline passengers expects certain needs to be met, with safety, timeliness, and comfort ranking high on the list of importance.  If you let them down, they go straight to customer service, or the news, with their complaints. American Airlines executive vice president of marketing Dan Garton said, “There are huge costs when you have inconvenienced your customers.” (Associated Press 2009).

As professionals we must have the ability to follow the rules, pay close attention to detail, and get the job done as scheduled. Following the rules means being aware of the rules in the first place, so staying abreast of changing procedures and regulations is vital to success. Because of the steady evolution of the aviation industry, professionals must continue to expand their knowledge, with a willingness to learn new techniques being essential. It is important to follow the rules, even when no one is looking. This “ethical behavior is learned behavior, and managers can build organizational processes and strategies that contribute to this learning effort.” (Menzel 2006).

Individuals in the aviation industry have certain personality traits that enable them to hold positions that require a high level of accountability. According to the Keirsey Temperament Test, most of these individuals have a guardian-type personality, with a strong desire to protect others. This desire is what drives them to step into aviation instead of some other field. It is spurred by the desire to gain knowledge, and the motivation to step into a position of command.

Each individual in the industry has the ability to prevent an accident from happening, and it is each individual’s responsibility for costly mistakes. They are constantly striving for the unattainable goal of perfection, and consistently falling short. However, this quest is not without rewards. Saving just one life is reward enough, and whether you’re the maintenance man who turned the last screw, or the pilot in command during flight, each individual involved in this process ensures the safety of the skies.

Do YOU have what it takes to be an aviation professional?

By: Amber Markham, Air Traffic Controller

The Next Generation Air Transportation System (NextGen)

With the rapid expansion of commercial and private air travel, the U.S. federal government must ensure the implementation of an air transportation system that will address the increasing volume of passengers, and provide safety and security for the rapidly growing industry of air commerce. With promises to do just that, the Next Generation Air Transportation System (NextGen) could be the answer we’ve been waiting for. However, managers must be aware of the potential problems associated with NextGen in order to promote the effective planning and implementation of this new technology.

NextGen is a combined effort from the Department of Transportation (DOT), the Federal Aviation Administration (FAA), the National Air and Space Administration (NASA), the Department of Homeland Security (DHS), the Department of Defense (DoD), and the Department of Commerce (DoC). Representatives from these agencies make up the Joint Planning Development Office (JPDO), which was created specifically to support the development of a new transportation system. NextGen is a myriad of projects designed to increase airport capacity, maximize airspace capacity, increase safety, reduce emissions, and allow planes to fly optimal flight paths. This new system will be a transportation upgrade, allowing the United States to function at maximum efficiency to accommodate an expected future traveling population of over 1 billion.

NextGen promises to implement new and improved technology with the addition of several new systems in the cockpit. The main system for pilots and controllers will be the Automatic Dependent Surveillance Broadcast (ADS-B). When fully implemented, this system utilizes satellite technology to provide an accurate depiction of air traffic to the pilot, with the exact same information being displayed to the air traffic controller. It also has the capability to bring real-time weather into the cockpit.

The mandatory requirement for aircraft will be to have ADS-B OUT, the portion of the system that is installed in the aircraft that provides information to air traffic controllers. While this is good for controllers, it does nothing to aid the pilots with increased weather capability, or an exact satellite position of traffic, which are both parts of the ADS-B IN system. General Aircraft will be required to install the ADS-B OUT systems to comply with FAA standards, but at a great cost, and without the ADS-B IN, there is no additional benefit to them. Pilots will have to be trained on the operation of ADS-B IN, and they will also be tasked with constantly monitoring the equipment in flight. This additional monitoring includes four-dimensional trajectories, weather depictions, traffic, and precision navigation, adding to the already busy job of flying an aircraft. Managers must ensure proper training and evaluation procedures are established and followed to ensure the crew is proficient in handling new equipment, and new equipment failures. They must also consider a viable fatigue management program for the increase in pilot workload.

ADS-B is basically run by Global Positioning System (GPS), which is fairly reliable, but easily interrupted. GPS signals are weak and can be interrupted by sunspots as well as other types of interference. In 1989 a solar storm caused a 9 hour power outage in Quebec that affected 6 million people.

In order to prevent a GPS interruption, the backup plan is to depend on enhanced Loran (eLoran), which is a ground-based system of antennas that works similar to the multiple satellite feeds we now use. One of the problems with eLoran is that every aircraft will probably be required to have this backup. This is another costly system that private aircraft owners as well as airlines will have to consider. With no GPS backup, if the system gets interrupted, there will be no way to see the air traffic, and therefore no way to keep separation from the traffic. When you’re going 500 miles an hour it’s impossible to see and avoid every aircraft in the sky by looking out the window.

Another part of NextGen is the expansion of facilities that receive the majority of traffic, and cause the majority of delays. While the expansion of facilities and runways is much needed, the current problems run deeper. This fix does not address the over scheduling practices of airlines, and with money as the motivating factor, expanding the airports will have the effect of more traffic, and more potential revenue for the airlines as they continue to over schedule flights on a new higher level. This over scheduling creates delays and brings down pilots morale, whose hours are extended with each delay, and without any extra pay.

  Although we are in dire need of NextGen to accommodate our future air travelers, much attention must be paid to the impact of this new technology on the operators, and backup systems must be in place to ensure the continued operation of aviation. Manager’s implementing these new technologies should remain especially vigilant during the initial phases of incorporation, and be mindful to encourage operator suggestions and timely improvements to the system. With the special attention of the agencies involved, and the encouragement of effective feedback, the Next Generation Air Transportation System can continue to progress into the next generation.         

By: Amber Markham, Air Traffic Controller

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