• Journal of Navigation and Port Research
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• v.38 no.5
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• pp.479-484
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• 2014

This paper presents the crew members fatigue survey in order to understand the current state of various fatigue causal factors and personnel fatigue subjective symptoms, and then analyzes the survey items. The results of this survey are as follows. Firstly, many crew members were struggling with the lack of sleep and rest hour. Secondly, environmental factors such as weather, ship motion and vibration, noise, accommodation condition etc. disturbed the sleep of crew members. In third, their duty hours were more than 10 hours per day in certain types of ship. In fourth, they felt fatigue a lot when they were on board because of the workload and stress. Lastly, in some measurement items of fatigue symptoms(physical, mental, emotional), many crew members were experiencing more than moderate fatigue symptoms.

• Journal of the Ergonomics Society of Korea
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• v.36 no.5
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• pp.579-587
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• 2017

Objective: The purpose of this study is to measure the workload of Korea coastal ship crew members, to investigate whether they are following work-break time regulations and to identify the main causes of their workload. Background: According to the US Coast Guard, about 33% of human casualties are reported to be due to fatigue, and 30% of marine casualties reported by the British Marine Accident Investigation Agency (MAIB) are attributed to crew fatigue. But the coastal ship are not managed for business hours and breaks despite the harsh environment. Method: The workload of duty crew members on the 100 domestic coastal vessels was measured. It was also investigated whether they are following domestic and international work-break time regulations. Finally, the marine accidents resulted from the fatigue of the crew was analyzed. Results: As a result of workload analysis, the workload on the 42~62% of the vessels exceeded the standard of working time on the related regulation. The workload increased with the number of inbound and outbound ports. Especially, in the system where there are two seafarers, the workload exceeded the working time requirement. As a result of the marine accidents analysis on 100 vessels, it was found that collision and grounding occurred due to fatigue, workload and drowsiness in 7 marine accidents out of 30 marine accidents. Conclusion: It is necessary for the shipping companies to introduce an operation management manual for the management of the crews' workload and reasonable crew arrangement. It is also required for crew members to easily record work times and for shipping companies to manage the record. It would be possible to prevent many marine accidents by providing adequate rest to the crews and flexibly adjusting their working hours. Application: The results of this study can be used as fundamental data to manage crews' fatigue and to make job management manuals.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.6
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• pp.551-556
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• 2012

Fatigue is known to detrimentally affect a person's performance. Also, fatigue may reduce effectiveness and efficiency of marine officers and crew members. The purpose of this research is to understand on the status of the marine officers' fatigue. In this study, we carried out the questionnaire survey which is related to the marine officers' fatigue factors such as work, sleep and rest hour or period, sleepiness, casual factor, fatigue symptom, etc. The questionnaire contained 25 questions and it was distributed among 1,033 marine officers(deck officers 607 and engineers 426). The results of this survey show that marine officers' fatigue is a casual factor in marine accidents such as collisions, groundings and there was a fatigue difference between deck officers and engineers.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.31 no.4
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• pp.126-132
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• 2023

During the COVID-19 pandemic, there have been many changes in the aviation industry as a whole. Passenger traffic has decreased, but on the contrary, the international transport demand for cargo planes has never been higher. Due to their geopolitical location when flying to major cities around the world, Korea's international pilots are bound to have relatively more jet lag-causing routes than their American or European-based pilots. Through this study, we tried to analyze the degree of fatigue and fatigue weighting factors according to operating conditions for domestic pilots. As a result of the study, the following conclusions were drawn. Despite the variety of models, routes, and fatigue between individuals, it was found that the 3 Pilot operation route was concentrated as a representative fatigue route. Most of the individual fatigue improvement request sections showed higher fatigue as the night flight section was longer among the 3Pilot routes for more than 12 hours, and 43 out of 90 participants (Korean Air pilots) focused on 3Pilot (two captains and one pilot) as fatigue-intensive operating conditions. Therefore, it proposes an improvement in the system of applying 12-hour unification standards according to Korea's geopolitical international operating conditions and time difference standards.

• Journal of Korea Society of Industrial Information Systems
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• v.29 no.4
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• pp.123-138
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• 2024

This study aimed to examine the effects of leisure activities on leisure satisfaction and job satisfaction among airline cabin crew, as well as the mediating effect of leisure satisfaction. The context for this research was the sudden increase in air travel demand in 2022 following the COVID-19 economic recovery, which led to cabin crew members experiencing severe stress and fatigue due to excessive scheduling. To achieve this research objective, a self-administered online survey was conducted with 251 cabin crew members from domestic and international airlines, resulting in a total of 224 valid leisure satisfaction and job satisfaction, as well as the mediating effect of leisure satisfaction on the relationship between leisure activity types and job satisfaction. The hypothesis testing results revealed that all types of leisure activities, including family-oriented, friend-oriented, and work-related activities, had a significant positive effect on leisure satisfaction. Family-oriented and work-related leisure activities had a significant positive effect on job satisfaction, and leisure satisfaction had a significant positive effect on job satisfaction. Additionally, the mediation analysis confirmed that leisure satisfaction partially mediated the relationship between family-oriented and work-related leisure activities and job satisfaction, while it fully mediated the relationship between friend-oriented leisure activities and job satisfaction. Therefore, the study offers academic implications based on these findings and proposes strategies for utilizing various types of leisure activities to enhance leisure satisfaction and job satisfaction among airline cabin crew. It also suggests that future research should further validate these findings through methods such as the Delphi technique or Analytic Hierarchy Process (AHP) analysis to assess the importance and prioritization of these factors among relevant industry stakeholders.

• Journal of the Ergonomics Society of Korea
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• v.32 no.4
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• pp.333-340
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• 2013

Objective: The aim of this study is to provide a current knowledge of the multiple issues regarding motion effects on crew performance. Background: The motions of the ship may create motion sickness, nausea and vomit. Also, these motions also disturb the balance of crew members, increase the energy expenditure of crew for shipboard work, and result in increased levels of injury and fatigue. However, the motion effects of the ship on crew performance has not been thoroughly investigated. Method: Participants(N=10) were engaged in an experiment in 2 experimental environments(training ship and ship handling simulator) and 2 navigational conditions(day and night). The COP(Center of Pressure) data were recorded as an objective measure of postural balance control and the SSQ(Simulator Sickness Questionnaire) was used as a subjective measure of sickness. Results: The results showed that COP has a no significant difference based on experimental environments, but significant effect on SSQ. Conclusion: During the virtual simulator navigation, subjects showed significant SSQ level changes, which included decreased SSQ data. But, there is no significant difference of COP between training ship and ship handling simulator. Application: The results of this study could be applied to the next generation of ship design to decrease effect of motion at sea and to increase performance of ship crew.

• The Korean Journal of Air & Space Law and Policy
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• v.27 no.1
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• pp.29-73
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• 2012

Aviation safety is the State and industry's top priority and more scientific approaches for fatigue management should be needed. There are lately various studies and regulation changes for crew fatigue management with ICAO, FAA and EASA. ICAO issued the provisions of fatigue management for flight crew since 1st edition, 1969, of Annex 6 operation of aircraft as a Standards and Recommended practice(SARPs). Unfortunately, there have been few changes and improvement to fatigue management provisions since the time they were first introduced. However the SARPs have been big changed lately. ICAO published guidance materials for development of prescriptive fatigue regulations through amendment 33A of Annex 6 Part 1 as applicable November 19th 2009. And then ICAO introduced additional amendment for using Fatigue Risk Management System (FRMS) with $35^{th}$ amendment in 2011. According to the Annex 6, the State of the operator shall establish a) regulations for flight time, flight duty period, duty period and rest period limitations and b) FRMS regulations. The Operator shall implement one of following 3 provisions a) flight time, flight duty period, duty period and rest period limitations within the prescriptive fatigue management regulations established by the State of the Operator; or b) a FRMS; or c) a combination of a) and b). U.S. FAA recently published several kinds of Advisory Circular about flightcrew fatigue. U.S. passed "Airline Safety and FAA Extension Act of 2010" into law on August 1st, 2010. This mandates all commercial air carriers to develop a FAA-acceptable Fatigue Risk Management Plan(FRMP) by October 31st, 2010. Also, on May 16, 2012, the FAA published a final rule(correction) entitled 'Flightcrew Member Duty and Rest Requirements; correction to amend its existing prescriptive regulations. The new requirements are required to implement same regulations for domestic, flag and supplemental operations from January 4, 2014. EASA introduced a Notice of Proposed Amendment (NPA) 2010-14 entitled "Draft opinion of the European Aviation Safety Agency for a Commission Regulation establishing the implementing rules on Flight and Duty Time Limitations and Rest Requirements for Commercial Air Transport with aeroplanes" on December 10, 2010. The purpose of this NPA is to develop and implement fatigue management for commercial air transport operations. Comparing with Korean and foreign regulations regarding fatigue management, the provisions of ICAO, FAA, EASA are more considering various fatigue factors and conditions. Korea regulations should be needed for some development of insufficiency points. In this thesis, I present the results of the comparative study between domestic and foreign regulations in respect of fatigue management crew member. Also, I suggest legal proposals for amendment of Korea Aviation act and Enforcement Regulations concerning fatigue management for crew members. I hope that this paper is helpful to change korea fatigue regulations, to enhance aviation safety, and to reduce the number of accidents relating to fatigue. Fatigue should be managed at all level such as regulators, experts, operators and pilots. Authority should change surveillance mind-set from regulatory auditor to expert adviser. Operators should identify various fatigue factors and consider to crew scheduling them. Crews should strongly manage both individual and duty-oriented fatigue issues.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.30 no.2
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• pp.70-77
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• 2022

This study is a study to analyze the stress difference of pilots according to the category of aircraft. According to previous studies, pilot stress is affected by several factors such as flight time, fatigue regulation, and operating environment, and it is known that stress also affects cardiac variability. In this paper, we analyzed that there is a difference in stress according to the operating environment through airline pilots and pilots of educational institutions, and then tested the difference in stress between airplane pilots and helicopter pilots. This study differs in that it is a study that has almost no empirical research on pilot fatigue and stress considering the role of flight crew members and operational conditions for each mission. If we expand and verify the sample of the results for the stress difference in the future, it will be a great contribution to practical aviation safety research in connection with the fatigue risk management system in the future.

• The Korean Journal of Air & Space Law and Policy
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• v.34 no.1
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• pp.39-77
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• 2019

Crew members engaged in international air transportation provide work in many countries due to the nature of their work. According to the Private International Act, the place where the employee habitually carries out his/her work plays an important role in the determination of the governing law of the international labor contract (Article 28, Paragraph 2) and in the decision of international jurisdiction (Article 28, Paragraphs 3 and 4). The concept of the place where the employee habitually carries out his/her work was proposed by the EU to determine international jurisdiction and governing law. In international aviation law, the legislative purpose of the place where the employee habitually carries out his/her work is different from that of home base, which is a concept introduced for fatigue management of the crew in order to secure the aviation safety; thus the place where the employee habitually carries out his/her work and home base are not the same concept. In order to determine the place where the employee habitually carries out his/her work, following matters should be considered comprehensively; (i) where the crew starts and ends work, (ii) where the aircraft the crew is performing work on is primarily parked, (iii) where the crew is informed of the instructions and organizes his/her work activities, (iv) where the crew is obliged to reside according to the labor contract, (v) where there is an office provided by the employer and available to the crew, (vi) where the crew is obliged to be when he/she is ineligible for the work or subject to discipline. However, since all of the above items are the same as the location of the home base, it is reasonable to consider the home base as the most important factor when deciding on the place where the employee habitually carries out his/her work. In contrast, the state where the aircraft is registered (Article 17 of the Chicago Convention), should not be regarded as a place of where the employee habitually carries out his/her work. In this case, CJEU provided the first judging standard for the concept of the place where the employee engaged in international air transportation habitually carries out his/her work. It is the interpretation of the Brussels regulations which became a model -for the Korean Private International Act,- so it would be helpful to understand the concept of the place where the employee habitually carries out his/her work.

• Journal of the Ergonomics Society of Korea
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• v.17 no.3
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• pp.13-22
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• 1998

Aircraft and the three-dimensional environment in which they operate are not user-friendly for human beings. As a result, maintaining the proficiencies necessary to safely and efficiently fly an airplane are difficult, and costly. The physiological and emotional status of the human element remains crucial in maintaining safe performance by all crew members. In the study of Hagiwara et al.(1993). they called the physiological and emotional status of the human element into the human alertness or physiological activity and stress, fatigue, circadian rhythm, alcohol. smoking, and self-medication are known the major factors that deteriorate the human alertness. Accordingly. this paper deals with the quantitative and objective performance test based on tracking error and reaction time by means of the new computer test program into which the perception-motion system of human beings is applied. Throughout this experiment using performance test, the results suggest that performance capability in state of sleep deprivation 2 hours and alcoholic 0.05~0.06% in blood were more impaired than one in a normal state, and they further showed statistically significant differences between them, which were influenced by impairment factors of body regulation and pilot's grade. We also obtained the prediction value and the 95% confidence interval of tracking error and reaction time at the normal state for the purpose of distinguishing performance capability between the normal state and the abnormal state. And it is expected that the evaluation of human alertness using performance test will be applied to the quantitative assessment of an each pilot's realistic consciousness/attention, and will lead a flight commander to the accurate decision of mission approval prior to a flight.