High-power narrow spectrum GaSb-based DBR lasers emitting near 2.1 µm.

Stable high-power narrow-linewidth operation of the 2.05-2.1 µm GaSb-based diode lasers was achieved by utilizing the sixth-order surface-etched distributed Bragg reflector (DBR) mirrors. The DBR multimode devices with 100 µm wide ridge waveguides generated ∼850mW in the continuous wave (CW) regime at 20°C. The device CW output power was limited by thermal rollover. The laser emission spectrum was defined by Bragg reflector reflectivity at all operating currents in a wide temperature range. The devices operated at DBR line with detuning from gain peak exceeding 10 meV.

Engineering Dirac Materials: Metamorphic InAs1-xSbx/InAs1-ySby Superlattices with Ultralow Bandgap.

Quasiparticles with Dirac-type dispersion can be observed in nearly gapless bulk semiconductors alloys in which the bandgap is controlled through the material composition. We demonstrate that the Dirac dispersion can be realized in short-period InAs1-xSbx/InAs1-ySby metamorphic superlattices with the bandgap tuned to zero by adjusting the superlattice period and layer strain. The new material has anisotropic carrier dispersion: the carrier energy associated with the in-plane motion is proportional to the wave vector and characterized by the Fermi velocity vF, and the dispersion corresponding to the motion in the growth direction is quadratic. Experimental estimate of the Fermi velocity gives vF = 6.7 × 105 m/s. Remarkably, the Fermi velocity in this system can be controlled by varying the overlap between electron and hole states in the superlattice. Extreme design flexibility makes the short-period metamorphic InAs1-xSbx/InAs1-ySby superlattice a new prospective platform for studying the effects of charge-carrier chirality and topologically nontrivial states in structures with the inverted bandgaps.

External cavity type-I quantum well cascade diode lasers with a tuning range of 440 nm near 3 µm.

A three-stage cascade GaSb-based diode laser heterostructure with an enhanced optical gain spectral bandwidth was designed and fabricated. The gain broadening was achieved by varying the thickness of the type-I quantum wells in different stages of the cascade active region from 10 to 14 nm. The structures were processed into bent ridge gain chips with virtually eliminated feedback from the anti-reflection-coated angled facet. The external cavity devices based on a novel gain chip design demonstrated a record wide tuning range from 2.79 to 3.23 µm in a Littrow cavity configuration at 20°C.

Laterally coupled distributed feedback type-I quantum well cascade diode lasers emitting near 3.22 µm.

The laterally coupled distributed feedback (LC-DFB) GaSb-based type-I quantum well cascade diode lasers using the second- and the sixth-order gratings to stabilize the output spectrum near 3.22 µm were designed and fabricated. The laser heterostructure contained three cascades. The devices were manufactured using a single dry etching step defining the ∼5-µm-wide ridge with ∼5-µm-wide gratings sections adjacent to the ridge sides. The grating coupling coefficients were estimated to be about 1 cm-1. The stability of the single-frequency operation was ensured by alignment of the DFB mode to the relatively wide gain peak. The 2-mm-long second-order LC-DFB lasers generated above 10 mW of continuous-wave (CW) output power at 20°C in epi-side-up configuration and demonstrated power conversion efficiency above 2%. The sixth-order LC-DFB lasers showed lower efficiency but still generated several milliwatts of CW output power. The devices demonstrated a CW current tuning range of about 3.5 nm at the temperature of 20°C.

Materials design parameters for infrared device applications based on III-V semiconductors.

The collaborative development of infrared detector materials by the Army Research Laboratory and Stony Brook University has led to new fundamental understandings of materials, as well as new levels of control and flexibility in III-V semiconductor crystal growth by molecular beam epitaxy. Early work on mid-wave strained layer superlattice (SLS) cameras led to a subsequent focus on minority carrier lifetime studies, which resulted in the proposal of the Ga-free SLS on GaSb substrates. The later demonstration of virtual substrate technology allowed the lattice constant to become a design parameter and enabled growth of undistorted bulk InAsSb. When grown in that manner, InAsSb has a bandgap bowing parameter large enough to cover absorption wavelengths across the entire long-wavelength band (8-12 µm). Even longer wavelengths are achieved with a general Ga-free SLS approach, with a virtual substrate having a lattice constant significantly larger than that of GaSb and with InAsSb in both bi-layers in the period. Since these layers can also be made very thin, the general Ga-free SLS does not suffer from the relatively low optical absorption and poor hole transport, which is characteristic of the special Ga-free SLS on GaSb for long-wavelength designs. Finally, the general Ga-free InAsSb SLS provides a method to induce and control sustained atomic ordering, which is yet another new design parameter.

Effects of sleep/wake history and circadian phase on proposed pilot fatigue safety performance indicators.

The Karolinska Sleepiness Scale and Samn-Perelli fatigue ratings, and psychomotor vigilance task performance are proposed as measures for monitoring commercial pilot fatigue. In laboratory studies, they are sensitive to sleep/wake history and circadian phase. The present analyses examined whether they reliably reflect sleep/wake history and circadian phase during transmeridian flight operations. Data were combined from four studies (237 pilots, 730 out-and-back flights between 13 city pairs, 1-3-day layovers). Sleep was monitored (wrist actigraphy, logbooks) before, during and after trips. On duty days, sleepiness, fatigue and mean response speed were measured pre-flight and at the top of the descent. Mixed-model analysis of variance examined associations between these measures and sleep/wake history, after controlling for operational factors. Circadian phase was approximated by local (domicile) time in the city where each trip began and ended. More sleep in the 24 h prior to duty was associated with lower pre-flight sleepiness and fatigue and faster response speed. Sleepiness and fatigue were greater before flights departing during the domicile night and early morning. At the top of the descent, pilots felt less sleepy and fatigued after more in-flight sleep and less time awake. Flights arriving in the early-mid-morning (domicile time) had greater sleepiness and fatigue and slower response speeds than flights arriving later. Subjective ratings showed expected associations with sleep/wake history and circadian phase. The response speed showed expected circadian variation but was not associated with sleep/wake history at the top of the descent. This may reflect moderate levels of fatigue at this time and/or atypically fast responses among pilots.

Pilot fatigue: relationships with departure and arrival times, flight duration, and direction.

INTRODUCTION: Flight timing is expected to influence pilot fatigue because it determines the part of the circadian body clock cycle that is traversed during a flight. However the effects of flight timing are not well-characterized because field studies typically focus on specific flights with a limited range of departure times and have small sample sizes. The present project combined data from four studies, including 13 long-range and ultra-long range out-and-back trips across a range of departure and arrival times (237 pilots in 4-person crews, 730 flight segments, 1-3 d layovers). METHODS: All studies had tripartite support and underwent independent ethical review. Sleep was monitored (actigraphy) from 3 d prior to ≥ 3 d post-trip. Preflight and at top of descent (TOD), pilots rated their sleepiness (Karolinska Sleepiness Scale) and fatigue (Samn-Perelli scale), and completed a psychomotor vigilance task (PVT) test. Mixed model ANOVA identified independent associations between fatigue measures and operational factors (domicile times of departure and arrival, flight duration and direction, landing versus relief crew). RESULTS: Preflight subjective fatigue and sleepiness were lowest for flights departing 14:00-17:59. Total in-flight sleep was longest on flights departing 18:00-01:59. At TOD, fatigue and sleepiness were higher and PVT response speeds were slower on flights arriving 06:00-09:59 than on flights arriving later. PVT response speed at TOD was also faster on longer flights. DISCUSSION: The findings indicate the influence of flight timing (interacting with the circadian body clock cycle), as well as flight duration, on in-flight sleep and fatigue measures at TOD.

Sleep as a fundamental property of neuronal assemblies.

Sleep is vital to cognitive performance, productivity, health and well-being. Earlier theories of sleep presumed that it occurred at the level of the whole organism and that it was governed by central control mechanisms. However, evidence now indicates that sleep might be regulated at a more local level in the brain: it seems to be a fundamental property of neuronal networks and is dependent on prior activity in each network. Such local-network sleep might be initiated by metabolically driven changes in the production of sleep-regulatory substances. We discuss a mathematical model which illustrates that the sleep-like states of individual cortical columns can be synchronized through humoral and electrical connections, and that whole-organism sleep occurs as an emergent property of local-network interactions.

Pilot In-Flight Sleep During Long-Range and Ultra-Long Range Commercial Airline Flights.

INTRODUCTION: In commercial aviation, pilot fatigue is a major threat to safety. One key fatigue mitigation strategy on long-range (LR; 8-16 h) and ultra-long range (ULR; 16+ h on at least 10% of trips) routes is allotting in-flight rest breaks for the pilots. Since sleep is a strong predictor of performance, it is important to quantify total in-flight sleep (TIFS) and determine rest scheme schedules that optimize sleep opportunity and subsequent performance. Here we quantify in-flight sleep and characterize rest schemes by type and efficiency.METHODS: Between 2015 and 2019, we collected data on in-flight sleep on 3 LR and 5 ULR routes totaling 231 pilots flying over 1200 flight duty periods. Data were collected using a combination of actigraphy and logbooks.RESULTS: Over all combinations of flight direction, crew and LR vs. ULR, average TIFS ranged from 3.4 h to 5.2 h with some ULR pilots getting over 8 h. Most crews made use of simple two- or three-break rest schemes and the complex four-break rest schemes were used almost exclusively on the three longest ULR routes. The complex schemes were less efficient than simple schemes, although this effect was small. Complex schemes resulted in no more TIFS compared to simple schemes on the same routes.DISCUSSION: Overall, we find that crews are getting more sleep on these routes than previously reported on similar routes. Most crews use simple rest schemes and these simple schemes are more efficient than complex schemes.Rempe MJ, Basiarz E, Rasmussen I, Belenky G, Lamp A. Pilot in-flight sleep during long-range and ultra-long range commercial airline flights. Aerosp Med Hum Perform. 2022; 93(4):368-375.

Sleep disorders and work performance: findings from the 2008 National Sleep Foundation Sleep in America poll.

Chronic sleep deprivation is common among workers, and has been associated with negative work outcomes, including absenteeism and occupational accidents. The objective of the present study is to characterize reciprocal relationships between sleep and work. Specifically, we examined how sleep impacts work performance and how work affects sleep in individuals not at-risk for a sleep disorder; assessed work performance outcomes for individuals at-risk for sleep disorders, including insomnia, obstructive sleep apnea (OSA) and restless legs syndrome (RLS); and characterized work performance impairments in shift workers (SW) at-risk for shift work sleep disorders relative to SW and day workers. One-thousand Americans who work 30 h per week or more were asked questions about employment, work performance and sleep in the National Sleep Foundation's 2008 Sleep in America telephone poll. Long work hours were associated with shorter sleep times, and shorter sleep times were associated with more work impairments. Thirty-seven percent of respondents were classified as at-risk for any sleep disorder. These individuals had more negative work outcomes as compared with those not at-risk for a sleep disorder. Presenteeism was a significant problem for individuals with insomnia symptoms, OSA and RLS as compared with respondents not at-risk. These results suggest that long work hours may contribute to chronic sleep loss, which may in turn result in work impairment. Risk for sleep disorders substantially increases the likelihood of negative work outcomes, including occupational accidents, absenteeism and presenteeism.

Delta: The Value That Matters in Fatigue Risk Management.

INTRODUCTION: Noninferiority or equivalence testing are often used when comparing a novel pharmaceutical, operation, or procedure to the current standard designated as safe. Noninferiority and equivalence testing require estimates of a metric called delta: the margin of meaningful difference. Inappropriate delta margins can lead to invalid conclusions, thereby creating uncertainty about a studys scientific credibility. We recommend that a working group be convened with the following goals: 1) to evaluate delta values currently in use in aviation; 2) to determine if it is possible to develop a systematic, evidence-based, and replicable process to derive delta values based on statistical properties from population data, rather than a mixture of evidence- and opinion-based processes; and 3) based on the findings of the second goal, update the current delta values in use in aviation. This working group should include, at a minimum, government agencies and other key stakeholders using these values within operational settings.Lamp ACM, Rempe MJ, Belenky GL. Delta: the value that matters in fatigue risk management. Aerosp Med Hum Perform. 2021; 92(2):127128.

Flight Crew Alertness and Sleep Relative to Timing of In-Flight Rest Periods in Long-Haul Flights.

BACKGROUND: In-flight breaks are used during augmented long-haul flight operations, allowing pilots a sleep opportunity. The U.S. Federal Aviation Administration duty and rest regulations restrict the pilot flying the landing to using the third rest break. It is unclear how effective these restrictions are on pilots ability to obtain sleep. We hypothesized there would be no difference in self-reported sleep, alertness, and fatigue between pilots taking the second vs. third rest breaks.METHODS: Pilots flying augmented operations in two U.S.-based commercial airlines were eligible for the study. Volunteers completed a survey at top-of-descent (TOD), including self-reported in-flight sleep duration, and Samn-Perelli fatigue and Karolinska Sleepiness Scale ratings. We compared the second to third rest break using noninferiority analysis. The influence of time of day (home-base time; HBT) was evaluated in 4-h blocks using repeated measures ANOVA.RESULTS: From 787 flights 500 pilots provided complete data. The second rest break was noninferior to the third break for self-reported sleep duration (1.5 0.7 h vs. 1.4 0.7 h), fatigue (2.0 1.0 vs. 2.9 1.3), and sleepiness (2.6 1.4 vs. 3.8 1.8) at TOD for landing pilots. Measures of sleep duration, fatigue, and sleepiness were influenced by HBT circadian time of day.DISCUSSION: We conclude that self-reported in-flight sleep, fatigue, and sleepiness from landing pilots taking the second in-flight rest break are equivalent to or better than pilots taking the third break. Our findings support providing pilots with choice in taking the second or third in-flight rest break during augmented operations.Gregory KB, Soriano-Smith RN, Lamp ACM, Hilditch CJ, Rempe MJ, Flynn-Evans EE, Belenky GL. Flight crew alertness and sleep relative to timing of in-flight rest periods in long-haul flights. Aerosp Med Hum Perform. 2021; 92(2):8391.

Effects of sleep deprivation on dissociated components of executive functioning.

STUDY OBJECTIVES: We studied the effects of sleep deprivation on executive functions using a task battery which included a modified Sternberg task, a probed recall task, and a phonemic verbal fluency task. These tasks were selected because they allow dissociation of some important executive processes from non-executive components of cognition. DESIGN: Subjects were randomized to a total sleep deprivation condition or a control condition. Performance on the executive functions task battery was assessed at baseline, after 51 h of total sleep deprivation (or no sleep deprivation in the control group), and following 2 nights of recovery sleep, at fixed time of day (11:00). Performance was also measured repeatedly throughout the experiment on a control task battery, for which the effects of total sleep deprivation had been documented in previously published studies. SETTING: Six consecutive days and nights in a controlled laboratory environment with continuous behavioral monitoring. PARTICIPANTS: Twenty-three healthy adults (age range 22-38 y; 11 women). Twelve subjects were randomized to the sleep deprivation condition; the others were controls. RESULTS: Performance on the control task battery was considerably degraded during sleep deprivation. Overall performance on the modified Sternberg task also showed impairment during sleep deprivation, as compared to baseline and recovery and compared to controls. However, two dissociated components of executive functioning on this task--working memory scanning efficiency and resistance to proactive interference--were maintained at levels equivalent to baseline. On the probed recall task, resistance to proactive interference was also preserved. Executive aspects of performance on the phonemic verbal fluency task showed improvement during sleep deprivation, as did overall performance on this task. CONCLUSION: Sleep deprivation affected distinct components of cognitive processing differentially. Dissociated non-executive components of cognition in executive functions tasks were degraded by sleep deprivation, as was control task performance. However, the executive functions of working memory scanning efficiency and resistance to proactive interference were not significantly affected by sleep deprivation, nor were dissociated executive processes of phonemic verbal fluency performance. These results challenge the prevailing view that executive functions are especially vulnerable to sleep loss. Our findings also question the idea that impairment due to sleep deprivation is generic to cognitive processes subserved by attention.

Interleukin-6 (IL-6) response to a simulated night-shift schedule is modulated by brain-derived neurotrophic factor (BDNF) genotype.

The BDNF gene contains a polymorphism (Val66Met) that influences sleep and may be associated with more flexible adaptation to circadian misalignment. Fifteen adult men (10 Val/Val homozygotes, 5 Val/Met heterozygotes) participated in a laboratory study involving two 5 d cycles of simulated night shifts. Circulating interleukin-6 (IL-6) was measured from plasma, sleep was recorded polysomnographically, and performance was measured using a psychomotor vigilance test. Compared to Val/Val homozygotes, heterozygotes exhibited a blunted IL-6 temporal (diurnal) pattern, less daytime sleep restriction, and less nighttime performance impairment after the first simulated night-shift cycle. These observations suggest that heterozygotes experienced more flexible circadian adaptation.

Physiological markers of local sleep.

Substantial evidence suggests that brain regions that have been disproportionately used during waking will require a greater intensity and/or duration of subsequent sleep. For example, rats use their whiskers in the dark and their eyes during the light, and this is manifested as a greater magnitude of electroencephalogram (EEG) slow-wave activity in the somatosensory and visual cortex during sleep in the corresponding light and dark periods respectively. The parsimonious interpretation of such findings is that sleep is distributed across local brain regions and is use-dependent. The fundamental properties of sleep can also be experimentally defined locally at the level of small neural assemblies such as cortical columns. In this view, sleep is orchestrated, but not fundamentally driven, by central mechanisms. We explore two physiological markers of local, use-dependent sleep, namely, an electrical marker apparent as a change in the size and shape of an electrical evoked response, and a metabolic marker evident as an evoked change in blood volume and oxygenation delivered to activated tissue. Both markers, applied to cortical columns, provide a means to investigate physiological mechanisms for the distributed homeostatic regulation of sleep, and may yield new insights into the consequences of sleep loss and sleep pathologies on waking brain function.

A new mathematical model for the homeostatic effects of sleep loss on neurobehavioral performance.

The two-process model of sleep regulation makes accurate predictions of sleep timing and duration for a variety of experimental sleep deprivation and nap sleep scenarios. Upon extending its application to waking neurobehavioral performance, however, the model fails to predict the effects of chronic sleep restriction. Here we show that the two-process model belongs to a broader class of models formulated in terms of coupled non-homogeneous first-order ordinary differential equations, which have a dynamic repertoire capturing waking neurobehavioral functions across a wide range of wake/sleep schedules. We examine a specific case of this new model class, and demonstrate the existence of a bifurcation: for daily amounts of wakefulness less than a critical threshold, neurobehavioral performance is predicted to converge to an asymptotically stable state of equilibrium; whereas for daily wakefulness extended beyond the critical threshold, neurobehavioral performance is predicted to diverge from an unstable state of equilibrium. Comparison of model simulations to laboratory observations of lapses of attention on a psychomotor vigilance test (PVT), in experiments on the effects of chronic sleep restriction and acute total sleep deprivation, suggests that this bifurcation is an essential feature of performance impairment due to sleep loss. We present three new predictions that may be experimentally verified to validate the model. These predictions, if confirmed, challenge conventional notions about the effects of sleep and sleep loss on neurobehavioral performance. The new model class implicates a biological system analogous to two connected compartments containing interacting compounds with time-varying concentrations as being a key mechanism for the regulation of psychomotor vigilance as a function of sleep loss. We suggest that the adenosinergic neuromodulator/receptor system may provide the underlying neurobiology.

Performance impairment consequent to sleep loss: determinants of resistance and susceptibility.

PURPOSE OF REVIEW: Five years ago, it was first demonstrated that there are considerable, stable individual differences in performance impairment due to sleep deprivation. The discovery of this new phenotype, which has been labeled 'trototype', led to a surge of research activity aiming to identify predictors. RECENT FINDINGS: Genes involved in the adenosinergic and circadian regulation of sleep have been identified as candidate predictors of individuals' resistance or susceptibility to performance impairment resulting from sleep deprivation. Furthermore, brain regions potentially involved in the expression of individual differences in vulnerability to sleep loss have been found. This research has provided new insights into the mechanisms underlying sleep/wake regulation and responses to loss of sleep. To date, however, it remains unknown how much of the phenotypic variability is explained by any of the putative predictors of trototype. SUMMARY: The existence of substantial, phenotypic individual differences in performance impairment consequent to sleep loss has important implications for fatigue risk management in operational settings and for the symptomology and treatment of sleep disorders, putting a premium on the discovery of reliable predictors.

Equal to or better than: The application of statistical non-inferiority to fatigue risk management.

In December 2014, the Federal Aviation Administration (FAA) completed a major revision of the rules and regulations governing flight and duty time in commercial aviation (Federal Aviation Regulation (FAR) Part 117). Scientists were included in the revision process and provided insights into sleep, sleep loss, the circadian rhythm, and their effects on performance that were incorporated into the new rule. If a planned flight was non-compliant with the regulation, for example if it exceeded flight and duty time limits, it could only be flown under an FAA-approved Fatigue Risk Management System (FRMS) as meeting an Alternative Method of Compliance (AMOC). One method that a flight could qualify as an AMOC is if it could be demonstrated empirically that it was as safe as or safer than a similar flight, designated the Safety Standard Operation (SSO), that was compliant with the regulation. In the present paper, we demonstrate the FRMS process using a comparison between a non-compliant AMOC flight from the US west coast to Australia and a compliant SSO flight from the US west coast to Taiwan. The AMOC was non-compliant because it exceeded the flight time limits in the prescriptive rule. Once a data collection exemption was granted by the FAA, both the outbound and inbound AMOC and SSO routes were studied on four Safety Performance Indicators (SPIs). The SPIs studied were inflight sleep, cognitive performance, self-reported fatigue, and self-reported sleepiness. These measures were made at top of descent (TOD), a critical phase of flight. The study was designed as a paired comparison. Forty volunteer pilots studied flew both the AMOC and the SSO flights for a total of 80 studied flights. Using statistical non-inferiority applied to the AMOC and SSO SPIs, we demonstrated, as required by the new rule, that the US-Australia AMOC flight was "as safe as, or safer than" the US-Taiwan SSO flight. In the context of FRMS, statistical non-inferiority is a concept and technique of great utility, straightforward in application, producing clear visual representations of the findings, and providing a direct answer to the question posed by the regulation - is the AMOC flight "as safe as, or safer than" the SSO.

Pilot Sleep in Long-Range and Ultra-Long-Range Commercial Flights.

INTRODUCTION: Despite the clear need for understanding how pilot sleep affects performance during long-range (LR; 12-16h) and ultra-long-range (ULR; 16+h) flights, the scientific literature on the effects of sleep loss and circadian desynchronization on pilots' sleep in commercial aviation is sparse.METHODS: We assessed pilots' sleep timing, duration, and post-trip recovery on two LR and two ULR nonstop California to Australasia routes. Pilot's sleep/wake history was measured with actigraphy and verified by logbook across 8-9 d.RESULTS: Pilots averaged 8.210 ± 1.687 SD hours of sleep per 24 h across the study period. A logistic model of the circadian timing of sleep indicated that time of day and phase of trip are significant predictors of pilots being asleep. Significant two- and three-way interactions were found between time of day, phase of trip, and route. A significant difference in average sleep time was observed between baseline and recovery day 1 for one route. All other recovery days and routes were not significantly different from baseline.DISCUSSION: For the four routes, the average amount of sleep per 24-h period during the study period was within the normal range with the circadian rhythm aligned to home-base time pre- and post-trip. Flight segments and layover conditions were associated with a misalignment of sleep relative to circadian rhythm, with layover sleep appearing to shift toward the local night. Full post-trip sleep duration recovery appears to occur for all routes within 1-2 d.Lamp A, McCullough D, Chen JMC, Brown RE, Belenky G. Pilot sleep in long-range and ultra-long-range commercial flights. Aerosp Med Hum Perform. 2019; 90(2):109-115.

Daytime sleep and performance following a zolpidem and melatonin cocktail.

STUDY OBJECTIVES: Pharmacologic enhancement of daytime sleep may help sustain optimal cognitive performance. At effective doses, zolpidem induces sleep but also impairs performance. Combining melatonin with low-dose zolpidem may promote daytime sleep without exacerbating performance impairments seen with high-dose zolpidem alone. DESIGN AND METHODS: Following an 8-hour undisturbed nighttime sleep period, 80 subjects (50 men, 30 women) were administered oral zolpidem 0, 5, 10, or 20 mg at 10:00 am (n = 20 per group) and then oral melatonin 0 or 5 mg at 10:30 am (thus, n = 10 per drug combination) in a double-blind randomized fashion. Subjects napped from 10:00 am to 11:30 am, at which time they were awakened and cognitive tests administered (Restricted Reminding, Paired-Associates, and Psychomotor Vigilance). A second nap ensued from 12:45 pm to 4:00 pm, followed immediately by further testing. RESULTS: Melatonin 5 mg plus zolpidem 0 mg enhanced daytime sleep (P < .05) with no memory or performance impairment (P > .05). Zolpidem 20 mg plus melatonin 0 mg also enhanced daytime sleep (albeit nonsignificantly), but memory and vigilance were impaired (P < .05). Melatonin's sleep-promoting effects were not evident until the second nap. CONCLUSIONS: No advantages to administering melatonin plus zolpidem "cocktails" were evident. Unlike zolpidem, melatonin 5 mg alone improved daytime sleep without impairing memory and vigilance. Functional coupling of sleep-inducing and memory-impairing effects may be specific to benzodiazepine-receptor agonists such as zolpidem, suggesting potential advantages to using melatonin in the operational environment. That melatonin's sleep-promoting effects were delayed for several hours presents a practical consideration that may limit melatonin's usefulness when daytime sleep periods cannot be reliably anticipated or planned in advance.