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Preparing Safety Cases for Operating Outside Prescriptive Fatigue Risk Management Regulations

机译：准备安全情况下以外的操作说明性的疲劳风险管理规定

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INTRODUCTION: Transport operators seeking to operate outside prescriptive fatigue management regulations are typically required to present a safety case justifying how they will manage the associated risk. This paper details a method for constructing a successful safety case.METHODS: The method Includes four elements: 1) scope (prescriptive rules and operations affected); 2) risk assessment; 3) risk mitigation strategies; and 4) monitoring ongoing risk. A successful safety case illustrates this method. It enables landing pilots in 3-pilot crews to choose the second or third in-flight rest break, rather than the regulatory requirement to take the third break. Scope was defined using a month of scheduled flights that would be covered (N = 4151 ).These were analyzed in the risk assessment using existing literature on factors affecting fatigue to estimate the maximum time awake at top of descent and sleep opportunities in each break. Additionally, limited data collected before the new regulations showed that pilots flying at landing chose the third break on only 6% of flights.RESULTS: A prospective survey comparing subjective reports (N = 280) of sleep in the second vs. third break and fatigue and sleepiness ratings at top of descent confirmed that the third break Is not consistently superior. The safety case also summarized established systems for fatigue monitoring, risk assessment and hazard identification, and multiple fatigue mitigation strategies that are in place.DISCUSSION: Other successful safety cases have used this method. The evidence required depends on the expected level of risk and should evolve as experience with fatigue risk management systems builds.
机译：简介:交通运营商寻求说明性的疲劳之外运作管理法规通常需要礼物安全案例证明他们将如何管理相关的风险。构建一个成功的安全情况。该方法包括四个要素:1)范围(法定规则和操作的影响);风险评估;和4)监控正在进行的风险。安全案例说明了这种方法。飞行员降落在三个试点人员选择第二次或第三次飞行休息休息,而不是监管要求第三休息。定期航班覆盖(N = 4151）.使用现有的有关影响因素疲劳评估的最长时间睡不着下降和睡眠在每一个休息的机会。另外,之前收集的数据有限新规定表明,飞行员在飞行只有6%的人选择了第三个突破航班。主观报告的睡眠(N = 280)第二次和第三次打破和疲劳和困倦评级下降证实第三个突破不是一直优越。还总结了建立系统安全情况疲劳监测、评估和风险风险识别,和多个疲劳在缓解策略的地方。使用这种方法。取决于预期的风险水平,应该进化与疲劳风险管理经验系统构建。

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