Cardiotropic Isolates of Listeria monocytogenes with Enhanced Vertical Transmission Dependent upon the Bacterial Surface Protein InlB.

Listeria monocytogenes is a facultative Gram-positive intracellular bacterium that is capable of causing serious invasive infections in pregnant women, resulting in abortion, still-birth, and disseminated fetal infection. Previously, a clinical L. monocytogenes isolate, 07PF0776, was identified as having an enhanced ability to target cardiac tissue. This tissue tropism appeared to correlate with amino acid variations found within internalin B (InlB), a bacterial surface protein associated with host cell invasion. Given that the mammalian receptor bound by InlB, Met, is abundantly expressed by placental tissue, we assessed isolate 07PF0776 for its ability to be transmitted from mother to fetus. Pregnant Swiss Webster mice were infected on gestational day E13 via tail vein injection with the standard isolate 10403S, a noncardiotropic strain, or 07PF0776, the cardiac isolate. Pregnant mice infected with 07PF0776 exhibited significantly enhanced transmission of L. monocytogenes to placentas and fetuses compared to 10403S. Both bacterial burdens and the frequency of placental and fetal infection were increased in mice infected with the cardiac isolate. Strain 07PF0776 also exhibited an enhanced ability to invade Jar human trophoblast tissue culture cells in comparison to 10403S, and was found to have increased levels of InlB associated with the bacterial cell surface. Overexpression of surface InlB via genetic manipulation was sufficient to confer enhanced invasion of the placenta and fetus to both 10403S and 07PF0776. These data support a central role for surface InlB in promoting vertical transmission of L. monocytogenes.

Vertical Transmission of Listeria monocytogenes: Probing the Balance between Protection from Pathogens and Fetal Tolerance.

Protection of the developing fetus from pathogens is one of the many critical roles of the placenta. Listeria monocytogenes is one of a select number of pathogens that can cross the placental barrier and cause significant harm to the fetus, leading to spontaneous abortion, stillbirth, preterm labor, and disseminated neonate infection despite antibiotic treatment. Such severe outcomes serve to highlight the importance of understanding how L. monocytogenes mediates infiltration of the placental barrier. Here, we review what is currently known regarding vertical transmission of L. monocytogenes as a result of cell culture and animal models of infection. In vitro cell culture and organ models have been useful for the identification of L. monocytogenes virulence factors that contribute to placental invasion. Examples include members of the Internalin family of bacterial surface proteins such as Interalin (Inl)A, InlB, and InlP that promote invasion of cells at the maternal-fetal interface. A number of animal models have been used to interrogate L. monocytogenes vertical transmission, including mice, guinea pigs, gerbils, and non-human primates; each of these models has advantages while still not providing a comprehensive understanding of L. monocytogenes invasion of the human placenta and/or fetus. These models do, however, allow for the molecular investigation of the balance between fetal tolerance and immune protection from L. monocytogenes during pregnancy.

Feedback has a positive effect on cognitive function during total sleep deprivation if there is sufficient time for it to be effectively processed.

This study examined whether the provision of feedback and the interval between successive stimuli interact to affect performance on a serial simple reaction time test during sleep deprivation. Sixteen participants (9 female, 7 male, aged 18-27 yr) completed four versions of the 5-min psychomotor vigilance task for a handheld personal digital assistant (PalmPVT) every 2 h during 28 h of sustained wakefulness. The four versions differed in terms of whether or not they provided feedback immediately after each response, and whether the inter-stimulus intervals (ISIs) were long (2-10 s) or short (1-5 s). Cognitive function was assessed using reciprocal response time and percentage of responses that were lapses (i.e., had a response time ≥ 500 ms). Data were analysed using repeated measures ANOVA with three within-subjects factors: test session, feedback, and ISI. For both measures, the only significant interaction was between feedback and ISI. Cognitive function was enhanced by feedback when the ISIs were long because it provided motivation. Cognitive function was not affected by feedback when the ISIs were short because there was insufficient time to both attend to the feedback and prepare for the subsequent stimulus.

Impact of layover length on sleep, subjective fatigue levels, and sustained attention of long-haul airline pilots.

Long-haul airline pilots often experience elevated levels of fatigue due to extended work hours and circadian misalignment of sleep and wake periods. During long-haul trips, pilots are typically given 1-3 d off between flights (i.e., layover) to recover from, and prepare for, duty. Anecdotally, some pilots prefer long layovers because it maximizes the time available for recovery and preparation, but others prefer short layovers because it minimizes both the length of the trip, and the degree to which the body clock changes from "home time" to the layover time zone. The aim of this study was to examine the impact of layover length on the sleep, subjective fatigue levels, and capacity to sustain attention of long-haul pilots. Participants were 19 male pilots (10 Captains, 9 First Officers) working for an international airline. Data were collected during an 11- or 12-d international trip. The trips involved (i) 4 d at home prior to the trip; (ii) an eastward flight of 13.5 h across seven time zones; (iii) a layover of either 39 h (i.e., short, n = 9) or 62 h (i.e., long, n = 10); (iv) a return westward flight of 14.3 h across seven time zones; and (v) 4 d off at home after the trip. Sleep was recorded using a self-report sleep diary and wrist activity monitor; subjective fatigue level was measured using the Samn-Perelli Fatigue Checklist; and sustained attention was assessed using the psychomotor vigilance task for a personal digital assistant (PalmPVT). Mixed-model regression analyses were used to determine the effects of layover length (short, long) on the amount of sleep that pilots obtained during the trip, and on the pilots' subjective fatigue levels and capacity to sustain attention. There was no main effect of layover length on ground-based sleep or in-flight sleep, but pilots who had a short layover at the midpoint of their trip had higher subjective fatigue levels and poorer sustained attention than pilots who had a long layover. The results of this study indicate that a short layover during a long-haul trip does not substantially disrupt pilots' sleep, but it may result in elevated levels of fatigue during and after the trip. If short layovers are used, pilots should have a minimum of 4 d off to recover prior to their next long-haul trip.

Sleep and circadian rhythms in mining operators: limited evidence of adaptation to night shifts.

Cumulative sleep deprivation is often associated with work patterns involving night shift or early morning shifts. Adaptation of the circadian system to the shift pattern is reported to promote improved duration and quality of sleep and a concurrent improvement in performance. The current study followed twenty-nine operators at a live-in mining operation working to a seven-day, seven-night shift pattern who collected saliva samples for melatonin measurement, recorded sleep using activity monitors and diaries, and underwent performance testing (psychomotor vigilance task) for one complete roster cycle. The time of onset of melatonin secretion changed significantly (P=0.022) across the week of both Day and Night shifts (2104 h ± 16 min versus 2130 h ± 16 min, respectively), but the small magnitude of the change indicates a lack of true circadian rhythm adaptation to the lifestyle. Total sleep time was longer following the seventh Day shift (associated with a period of 24 h off prior to the commencement of Night shifts). There were no other changes in total sleep time. Further, there were no improvements in sleep onset latency or sleep efficiency on Day or Night shifts. However, reaction times recorded at the end of the shifts slowed across the seven Day and seven Night shifts indicative of impairments in psychomotor performance (F(6,168)=6.087, P<0.001). The results suggest that previous reports of adaptation to consecutive night shifts cannot necessarily be applied to onshore or Australian environments. Adaptation is dependent on factors such as light exposure, environmental conditions, shift parameters such as wake-up, work start and work end times and individual characteristics.

Sleep in a live-in mining operation: the influence of start times and restricted non-work activities.

The amount of sleep obtained between shifts is influenced by numerous factors including the length of work and rest periods, the timing of the rest period relative to the endogenous circadian cycle and personal choices about the use of non-work time. The current study utilised a real-world live-in mining environment to examine the amount of sleep obtained when access to normal domestic, family and social activities was restricted. Participants were 29 mining operators (26 male, average age 37.4 ± 6.8 years) who recorded sleep, work and fatigue information and wore an activity monitor for a cycle of seven day shifts and seven night shifts (both 12h) followed by either seven or fourteen days off. During the two weeks of work participants lived on-site. Total sleep time was significantly less (p<0.01) while on-site on both day (6.1 ± 1.0 h) and night shifts (5.7 ± 1.5 h) than days off (7.4 ± 1.4 h). Further, night shift sleep was significantly shorter than day-shift sleep (p<0.01). Assessment of subjective fatigue ratings showed that the sleep associated with both days off and night shifts had a greater recovery value than sleep associated with day shifts (p<0.01). While on-site, participants obtained only 6h of sleep indicating that the absence of competing domestic, family and social activities did not convert to more sleep. Factors including shift start times and circadian influences appear to have been more important.

The effects of different roster schedules on sleep in miners.

Shiftwork involving early morning starts and night work can affect both sleep and fatigue. This study aimed to assess the impact of different rostering schedules at an Australian mine site on sleep and subjective sleep quality. Participants worked one of four rosters; 4 x 4 (n = 14) 4D4O4N4O 7 x 4 (n = 10) 7D4O7N40 10 x 5 (n = 17) 5D5N50 14 x 7 (n = 12) 7D7N70. Sleep (wrist actigraphy and sleep diaries) was monitored for a full roster cycle including days off. Total sleep time (TST) was longer on days off (7.0 +/- 1.9) compared to sleep when on day (6.0 +/- 1.0) and nightshifts (6.2 +/- 1.6). Despite an increase in TST on days off, this may be insufficient to recover from the severe sleep restriction occurring during work times. Restricted sleep and quick shift-change periods may lead to long-term sleep loss and associated fatigue.

The driver vigilance telemetric control system (DVTCS): investigating sensitivity to experimentally induced sleep loss and fatigue.

Vigilance technologies are used in the Australian rail industry to address the risks associated with driver sleepiness and fatigue. The aim of this study was to investigate whether a new device, designed to detect lowered states of arousal using electrodermal activity (EDA), would be sensitive to experimentally induced sleepiness and fatigue. Fifteen individuals (7 of them female, 9 male; 18-32 years of age) spent 3 consecutive days in the laboratory, which included 1 night of sustained wakefulness (28 h). The participants completed a 10-min psychomotor vigilance task (PVT) and fatigue and sleepiness ratings every 2 h, and a 30-min driving simulator every 4 h. As was expected, simulated driving, PVT, and subjective ratings indicated increasing levels of sleepiness and fatigue during sustained wakefulness. The EDA device output did not coincide with these findings. The results indicated that the EDA indicator was not sensitive to increased sleepiness and fatigue at the levels produced in the present study.

The impact of short, irregular sleep opportunities at sea on the alertness of marine pilots working extended hours.

The aim of this study was to examine the impact of brief, unscheduled naps during work periods on alertness and vigilance in coastal pilots along the Great Barrier Reef. On certain routes, the duration of the work period can extend well beyond 24 h. Seventeen coastal pilots volunteered for the study, representing almost one-third of the population. Participants collected sleep/wake and performance data for 28 days using a sleep and work diary and the palm PVT task. The average length of sleep on board was 1.4+/-1.0 h. Naps were taken regularly such that the average length of time awake between sleep periods on board a ship was 5.3+/-4.3 h. There was no change in mean reaction time across either the length of a pilotage or across the 24 h day. The results indicate that even though the naps were taken opportunistically, they tended to cluster at the high sleep propensity times. Further, frequent, opportunistic naps appeared to provide adequate recovery such that PVT performance remained stable. Pilots did report increases in subjective fatigue ratings at certain times of the 24 h day and at the end of a work period; however, these did not reach the high range. The fatigue-risk minimization strategies employed by the Australian Maritime Safety Authority and the coastal pilots appear to be effective in maintaining alertness and vigilance while at work aboard ships.

The sensitivity of a palm-based psychomotor vigilance task to severe sleep loss.

In this study, we evaluated the sensitivity of a 5-min personal digital assistant-psychomotor vigilance test (PDA-PVT) to severe sleep loss. Twenty-one participants completed a 10-min PVT-192 and a 5-min PDA-PVT at two hourly intervals during 62 h of sustained wakefulness. For both tasks, response speed and number of lapses (RTs > 500) per minute significantly increased with increasing hours of wakefulness. Overall, standardized response speed scores on the 5-min PDA-PVT closely tracked those of the PVT-192; however, the PDA-PVT was generally associated with more lapses/minute. Closer inspection of the data indicated that when the level of sleep loss and fatigue became more severe (i.e., Day 3), the 5-min PDA-PVT was not quite as sensitive as the 10-min PVT-192 when 2- to 10-sec foreperiods were used for both. It is likely, however, that the observed differences between the two devices was due to differences in task length. Thus, the findings provide further evidence of the validity of the 5-min PDA-PVT as a substitute for the 10-min PVT-192, particularly in circumstances in which a shorter test is required and/or the PVT-192 is not as practical.

Sleep and errors in a group of Australian hospital nurses at work and during the commute.

There is a paucity of information regarding Australian nurses' sleep and fatigue levels, and whether they result in impairment. Forty-one Australian hospital nurses completed daily logbooks for one month recording work hours, sleep, sleepiness, stress, errors, near errors and observed errors (made by others). Nurses reported exhaustion, stress and struggling to remain (STR) awake at work during one in three shifts. Sleep was significantly reduced on workdays in general, and workdays when an error was reported relative to days off. The primary predictor of error was STR, followed by stress. The primary predictor of extreme drowsiness during the commute was also STR awake, followed by exhaustion, and consecutive shifts. In turn, STR awake was predicted by exhaustion, prior sleep and shift length. Findings highlight the need for further attention to these issues to optimise the safety of nurses and patients in our hospitals, and the community at large on our roads.

The sleep and performance of train drivers during an extended freight-haul operation.

The sleep and performance of train drivers was monitored across a 106-h rail operation between the Australian cities of Adelaide and Perth. The drivers worked alternating 8-h shift rotations across the operation and rested in specially equipped, crew-van carriages during non-work periods. The crew-van rest opportunities were associated with shorter bedtime spans, less total sleep time, and poorer sleep efficiency than sleeps initiated at home. The duration of crew-van sleeps was primarily dependent on the time of day at which the rest opportunities occurred. Overall, drivers incurred a significant cumulative sleep loss across the duration of the operation. Despite the deficit, drivers were able to sustain vigilance performance across the operation.

Driver fatigue during extended rail operations.

OBJECTIVES: Relay is an effective mode of freight transportation within Australia. Relay requires two crews to drive the train continuously from one specified destination to another and return with crews working in alternating shifts. The aim of the current investigation was to assess fatigue levels during extended relay operations. METHODS: Nine drivers participated and data were collected from 16 four-day trips. Fatigue was assessed objectively and subjectively prior to and following each trip and before and after each 8h shift. RESULTS: Analyses revealed a trend for elevated fatigue at the end of each shift. Designated 8h rest periods appeared sufficient to reduce fatigue to levels recorded prior to departure and prevent accumulation of fatigue across the trip. CONCLUSIONS: Drivers seemed to cope well with the 8h rotating sleep/wake regime. While fatigue did not observably accumulate, it is possible that operational measures may better reflect fatigue experienced over the course of each trip.

The characteristics of recovery sleep when recovery opportunity is restricted.

STUDY OBJECTIVES: The aim of this study was to investigate the recovery of sleep and waking functions following one night of total sleep deprivation, when recovery opportunity was either augmented or restricted. DESIGN: The 9-day laboratory study involved a baseline night, a night of sleep loss (approximately 40 h) followed by 5 nighttime recovery sleep periods. Recovery consisted of either five 9-h sleep opportunities or five 6-h sleep opportunities. SETTING: All data collection took place in a controlled laboratory environment at the Centre for Sleep Research. PARTICIPANTS: A total of n = 20 healthy adults (18-35 yrs) participated in the study. RESULTS: Each sleep period was recorded using a standard polysomnographic EEG montage. Waking functions were assessed every 2 hours during all wake periods, using a 10 minute psychomotor vigilance task (PVT) and a subjective alertness visual analogue scale (VAS). Sleep analyses indicated that across the week TST, SOL, REM, and sleep efficiency varied significantly between the 2 conditions, but amounts of SWS did not. Waking functions in the 9-h condition recovered after one sleep period. In the 6-h condition however, mean response time on the PVT was 10% below baseline and subjective alertness 20% below baseline for the entire recovery period. CONCLUSIONS: The results suggest that TST is a key factor in determining recovery. When recovery opportunity is restricted, both sleep variables and measures of waking functions do not recover.

The dynamics of neurobehavioural recovery following sleep loss.

Rate of recovery of daytime performance and sleepiness following moderate and severe sleep deprivation (SD) was examined when recovery opportunity was either augmented or restricted. Thirty healthy non-smokers, aged 18-33 years, participated in one of three conditions: moderate SD with augmented (9-h) recovery opportunities, moderate SD with restricted (6-h) recovery opportunities, or severe SD with augmented recovery opportunities. Each participant attended the laboratory for 8-9 consecutive nights: an adaptation and baseline night (23:00-08:00 hours), one or two night(s) of wakefulness, and five consecutive recovery sleep opportunities (23:00-08:00 hours or 02:00-08:00 hours). On each experimental day, psychomotor vigilance performance (PVT) and subjective sleepiness (SSS) were assessed at two-hourly intervals, and MSLTs were performed at 1000 h. PSG data was collected for each sleep period. For all groups, PVT performance significantly deteriorated during the period of wakefulness, and sleepiness significantly increased. Significant differences were observed between the groups during the recovery phase. Following moderate SD, response speed, lapses and SSS returned to baseline after one 9-h sleep opportunity, while sleep latencies required two 9-h opportunities. When the recovery opportunity was restricted to six hours, neither PVT performance nor sleepiness recovered, but stabilised at below-baseline levels. Following severe SD, sleepiness recovered after one (SSS) or two (physiological) 9-h sleep opportunities, however PVT performance remained significantly below baseline for the entire recovery period. These results suggest that the mechanisms underlying the recovery process may be more complicated than previously thought, and that we may have underestimated the impact of sleep loss and/or the restorative value of subsequent sleep.

A pilot study of the safety implications of Australian nurses' sleep and work hours.

The frequency and severity of adverse events in Australian healthcare is under increasing scrutiny. A recent state government report identified 31 events involving "death or serious [patient] harm" and 452 "very high risk" incidents. Australia-wide, a previous study identified 2,324 adverse medical events (AME) in a single year, with more than half considered preventable. Despite the recognized link between fatigue and error in other industries, to date, few studies of medical errors have assessed the fatigue of the healthcare professionals involved. Nurses work extended and unpredictable hours with a lack of regular breaks and are therefore likely to experience elevated fatigue. Currently, there is very little available information on Australian nurses' sleep or fatigue levels, nor is there any information about whether this affects their performance. This study therefore aims to examine work hours, sleep, fatigue and error occurrence in Australian nurses. Using logbooks, 23 full-time nurses in a metropolitan hospital completed daily recordings for one month (644 days, 377 shifts) of their scheduled and actual work hours, sleep length and quality, sleepiness, and fatigue levels. Frequency and type of nursing errors, near errors, and observed errors (made by others) were recorded. Nurses reported struggling to remain awake during 36% of shifts. Moderate to high levels of stress, physical exhaustion, and mental exhaustion were reported on 23%, 40%, and 36% of shifts, respectively. Extreme drowsiness while driving or cycling home was reported on 45 occasions (11.5%), with three reports of near accidents. Overall, 20 errors, 13 near errors, and 22 observed errors were reported. The perceived potential consequences for the majority of errors were minor; however, 11 errors were associated with moderate and four with potentially severe consequences. Nurses reported that they had trouble falling asleep on 26.8% of days, had frequent arousals on 34.0% of days, and that work-related concerns were either partially or fully responsible for their sleep disruption on 12.5% of occasions. Fourteen out of the 23 nurses reported using a sleep aid. The most commonly reported sleep aids were prescription medications (62.7%), followed by alcohol (26.9%). Total sleep duration was significantly shorter on workdays than days off (p < 0.01). In comparison to other workdays, sleep was significantly shorter on days when an error (p < 0.05) or a near error (p < 0.01) was recorded. In contrast, sleep was higher on workdays when someone else's error was recorded (p = 0.08). Logistic regression analysis indicated that sleep duration was a significant predictor of error occurrence (chi2 = 6.739, p = 0.009, e beta = 0.727). The findings of this pilot study suggest that Australian nurses experience sleepiness and related physical symptoms at work and during their trip home. Further, a measurable number of errors occur of various types and severity. Less sleep may lead to the increased likelihood of making an error, and importantly, the decreased likelihood of catching someone else's error. These pilot results suggest that further investigation into the effects of sleep loss in nursing may be necessary for patient safety from an individual nurse perspective and from a healthcare team perspective.

Train drivers' sleep quality and quantity during extended relay operations.

Relay operations are an important mode of freight transportation within Australia. Relay work requires multiple crews to drive the train continuously from one specified destination to another and return. Importantly, the nature of relay work requires train drivers to sleep on-board during designated resting shifts. The main aim of the present study was to investigate the quality and quantity of sleep obtained in on-board rest facilities (relay vans) during extended (four-day) relay operations. Drivers (n = 9) working the Port Augusta to Darwin relay operation volunteered to participate. The first leg of the trip typically took 40 h followed by an overnight stay in Darwin (between 8-12 h) prior to return. Two crews, each consisting of two drivers, changed every 8 h, giving the crew an 8 h rest in the relay van prior to each 8 h working shift. Using polysomnography, home sleep data were collected prior to and following each trip using a standard five-channel EEG montage. All sleep periods during the relay trip (including Darwin) were also recorded. Additionally, subjective sleep quality ratings were recorded following each sleep period. Analyses revealed that the quantity of sleep obtained in the relay vans (3.3 h) was significantly reduced compared to home (6.8 h). In general, the total sleep time was increased at night and reduced during the day. In terms of quality, sleep onset latency, sleep efficiency, and amount of slow wave and rapid eye movement sleep did not differ significantly between home and the relay vans. The results of the study highlight sleep quantity as the main concern during extended relay operations. Future research should focus on investigating the subjective and objective impact of this sleep reduction on waking functions.

Self-awareness of impairment and the decision to drive after an extended period of wakefulness.

Fatigue is an increasingly noted factor in road accidents. The ability to predict and be aware of impairment in terms of driving capability is important for potential legal liability and road safety. However, to date, there have been few studies that have investigated the accuracy of individuals in predicting how safely they could drive during conditions of sleep loss. Research has demonstrated that individuals rate themselves as better than the population average in a number of domains, including driving-related skills. Therefore, this study also aimed to investigate self-ratings of predicted driving ability during extended wakefulness and compare them to ratings made of a hypothetical other person under the same conditions. Thirty-two participants remained awake for a period of 40 h. Every 2 h, they completed the Psychomotor Vigilance Task (PVT) and rated on a seven-point scale how well they thought they could drive safely, react quickly in an emergency, and stay in their own lane. They were also asked to assess how they thought someone else in their own position could drive. The participants rated their driving ability as becoming significantly poorer at the same time that their PVT performance became significantly slower. Self-ratings indicating a qualitative assessment of poorer than neutral driving occurred at 03:00 h for both the "drive safely" and "react quickly" questions, after 19 h of continuous wakefulness (starting at 08:00 h). This occurred at 05:00 h for the "keep in my lane" question. Previous studies with a similar protocol demonstrated that under these conditions, individuals exhibit a performance decrements equivalent to someone with a blood alcohol concentration of 0.05% (the legal driving limit in Australia). Participants consistently rated the ability of others to drive as poorer than their own. The main implication from this study for road safety and legal liability is that it is reasonable to focus on a person's perception of the situation, as it does align with objective reality to a certain extent. A concern in terms of road safety is potential overconfidence, indicated by rating others consistently poorer than themselves.

Do short international layovers allow sufficient opportunity for pilots to recover?

For Australian pilots, short layovers (<40 h) are a feature of many international patterns. However, anecdotal reports suggest that flight crew members find patterns with short slips more fatiguing than those with a longer international layover, as they restrict the opportunity to obtain sufficient sleep. The current study aimed to determine whether pilots operating international patterns with short layovers have sufficient opportunity to recover prior to the inbound flight. Nineteen international pilots (ten captains, nine first officers) operating a direct return pattern from Australia to Los Angeles (LAX) with a short (n = 9) 9+/-0.8 h (mean+/-S.D) or long (n = 10) 62.2+/-0.9 h LAX layover wore an activity monitor and kept a sleep/duty diary during the pattern. Immediately before and after each flight, pilots completed a 5 min PalmPilot-based psychomotor vigilance task (Palm-PVT). Flights were of comparable duration outbound (3.5+/-0.6 h) and inbound (14.3+/-0.6 h) and timing. The amount of sleep obtained in-flight did not significantly vary as a function of layover length. However, pilots obtained significantly more sleep during the inbound (3.7+/-0.8 h) than the outbound flight (2.2+/-0.8 h). Pilots with the shorter layover obtained significantly less sleep in total during layover (14.0+/-2.7 h vs. 19.6+/-2.5), due to significantly fewer sleep periods (3.0+/-0.7 vs. 4.0+/-0.9). However, neither mean sleep duration nor the sleep obtained in the 24 h prior to the inbound flight significantly differed as a function of layover length. Response speed significantly varied across the pattern, and a significant interaction was also observed. For pilots with a short layover, response speed was significantly slower at the end of both the outbound and inbound flight, and prior to the inbound flight (i.e., at the end of layover), relative to response speed at the start of the pattern (pre-trip). Similarly, response speed for the longer layover was slower at the end of the outbound flight compared to pre-trip (approaching significance, p = 0.073). However, response speed at the beginning of the inbound flight was significantly faster than pre-trip and did not significantly differ from pre-trip at the end of the inbound flight. The data suggest that short slips (<40 h) do not allow pilots the opportunity to obtain sufficient sleep to reverse the effects of fatigue accumulated during the outbound flight. As a result, their response speed prior to the inbound flight is substantially slower than the response speed of flight crew with a longer layover.

The sleep, subjective fatigue, and sustained attention of commercial airline pilots during an international pattern.

International commercial airline pilots may experience heightened fatigue due to irregular sleep schedules, long duty days, night flying, and multiple time zone changes. Importantly, current commercial airline flight and duty time regulations are based on work/rest factors and not sleep/wake factors. Consequently, the primary aim of the current study was to investigate pilots' amount of sleep, subjective fatigue, and sustained attention before and after international flights. A secondary aim was to determine whether prior sleep and/or duty history predicted pilots' subjective fatigue and sustained attention during the international flights. Nineteen pilots (ten captains, nine first officers; mean age: 47.42+/-7.52 years) participated. Pilots wore wrist activity monitors and completed sleep and duty diaries during a return pattern from Australia to Europe via Asia. The pattern included four flights: Australia-Asia, Asia-Europe, Europe-Asia, and Asia-Australia. Before and after each flight, pilots completed a 5 min PalmPilot-based psychomotor vigilance task (PVT) and self-rated their level of fatigue using the Samn-Perelli Fatigue Checklist. Separate repeated-measures ANOVAs were used to determine the impact of stage of flight and flight sector on the pilots' sleep in the prior 24 h, self-rated fatigue, and PVT mean response speed. Linear mixed model regression analyses were conducted to examine the impact of sleep in the prior 24 h, prior wake, duty length, and flight sector on pilots' self-rated fatigue and sustained attention before and after the international flights. A significant main effect of stage of flight was found for sleep in the prior 24 h, self-rated fatigue, and mean response speed (all p < 0.05). In addition, a significant main effect of flight sector on self-rated fatigue was found (p < .01). The interaction between flight sector and stage of flight was significant for sleep in the prior 24 h and self-rated fatigue (both p < .05). Linear mixed model analyses indicated that sleep in the prior 24 h was a significant predictor of self-rated fatigue and mean response speed after the international flight sectors. Flight sector was also a significant predictor of self-rated fatigue. These findings highlight the importance of sleep and fatigue countermeasures during international patterns. Furthermore, in order to minimize the risk of fatigue, the sleep obtained by pilots should be taken into account in the development of flight and duty time regulations.