• Journal of the Korean Society for Aviation and Aeronautics
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• v.27 no.2
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• pp.47-53
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• 2019

The development of the aviation industry and the changes in the military operation mission environment are demanding more long - distance operation (long - time flight), and such a flying environment is a risk factor for fatigue - related accidents. For the aviation related organizations such as ICAO and FAA, fatigue risk management system (FRMS) are applied along with flight time restriction regulations to prevent fatigue related accidents. The most important process in FRMS is fatigue risk management. Fatigue risk management systematically manages fatigue through scientific fatigue risk data collection and fatigue risk assessment. The purpose of this study is to applicate the assessment of scientific fatigue risk management to pilots of airplanes engaged in long flight. We reviewed the current state of risk management and FRMS through previous research. We also developed fatigue risk management indicators and examined the validity of internationally recognized fatigue risk data collection methods and fatigue risk assessment tools. There are 134 mission (flight) data used for development. In order to verify the indicators, the fatigue risk score between the items was assigned through pair-wise comparison. In addition, the verify test results were normalized.

• Safety and Health at Work
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• v.13 no.4
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• pp.408-414
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• 2022

Background: This study aimed to determine and define the elements of an Fatigue Risk Management System (FRMS) diagnostic tool to assist an organization in systematically assessing its level of implementation of an FRMS. Methods: A modified Delphi process was used involving 16 participants with expertise in sleep science, chronobiology, and fatigue risk management within occupational settings. The study was undertaken in two stages 1) review of elements and definitions; 2) review of statements for each element. Each stage involved an iterative process, and a consensus rule of ≥ 60% was applied to arrive at a final list of elements, definitions, and statements. Results: Stage 1: a review of elements (n = 12) and definitions resulted in a final list of 14 elements and definitions with a consensus of ≥ 60% achieved after 2 Delphi rounds. Stage 2: a review of statements (n = 131) resulted in a final list of 119 statements with a consensus of ≥ 60% achieved after 2 Delphi rounds. Conclusion: The final FRMS diagnostic tool will enable an organization to systematically assess the level of implementation of their current FRMS and identify gaps and opportunities to reduce risk.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.25 no.1
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• pp.23-34
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• 2017

Approximately 70% of aviation accidents in the world are caused by human factors of pilots and 15-20% of these accidents are known to be caused by pilot fatigue. Recently ICAO established new standards of FRMS for aircrew. The US and the EU have introduced FRMS and established and operated new aviation regulation systems for pilot flight(duty) time limitations. On the other hand, Korea has not yet introduced FRMS. This study reviewed ICAO's standards of FRMS and analyzed the aviation regulations of the US and the EU. As a result of this study, it showed that Korea also needed to introduce FRMS. This study reasoned out plans to improve Korean aviation regulations about pilot flight time limitations based on international standards.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.20 no.3
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• pp.68-75
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• 2012

The traditional regulatory approach to managing pilots fatigue has been to prescribe limits on maximum daily, monthly, and yearly flight and duty hours, and require minimum breaks within and between duty periods. This approach comes from a long history of limits on working hours dating back to the industrial revolution. So, the Council of ICAO recently adopted International Commercial Air Transport regarding the development and implementation of fatigue risk management systems(FRMS). The FRMS can provide better safety outcomes than current prescriptive flight and duty regulations while allowing greater operational flexibility. This study aim to analyzing relative importance of pilots' fatigue factors in order to minimize pilots' fatigue-related safety risks. More researches regarding monitoring and managing fatigue, based upon scientific principles, are required in the future.

• 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 Advanced Navigation Technology
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• v.23 no.6
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• pp.501-506
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• 2019

This paper presents a prescriptive alternative for establishing a FRMS suitable for us based on scientific data ahead of the introduction and implementation of the FRMS for air traffic controllers in order to meet the International Civil Aviation Organization (ICAO) international standards. I would like to present. Therefore, we confirmed the operation of each air traffic control agency against the current domestic operating standards, and compared and reviewed the operation methods and standards of air traffic control agencies in each country. The controller in Korea defines 10 hours of working hours per day, 8 hours of minimum breaks, and 40 hours per week. Currently, in the case of air traffic control agencies, the daytime and the appropriate working hours are used in the daytime, but in the nighttime, the average time exceeds 5.9 hours. In the case of 40 hours a week, they work an average of 15.7 hours overtime. By adjusting the nighttime work time, this work can be solved by diversifying the form of the worker's input method according to the personal schedule rather than the two-day (day / night) method, as well as the appropriate nighttime time distribution by supplementing the personnel.

• Journal of Advanced Navigation Technology
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• v.25 no.5
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• pp.344-356
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• 2021

In the field of civil aviation in Korea, inappropriate crew resources management(CRM) constantly occurs between captains and first officers during flight. Therefore, the active role of first officers is emphasized in pilot training for CRM, threat & error management(TEM), safety management system(SMS), fatigue risk management system(FRMS), and training in simulators. Thus, it is urgent for captains to change their transformational leadership to emotional leadership, advantages of which include horizontal interpersonal relationship, open-mindedness, leading by example, considerateness, mutual respect, and using informal language. For the direction to improve 'the cockpit culture' in civil aviation, the key idea of the current thesis paper is the influence of captains' transformational and emotional leadership on the emotions of first officers.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.345-366
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• 2018

Article 37 of the International Convention on Civil Aviation requires that rules should be adopted to keep in compliance with international standards and recommended practices established by ICAO. As SARPs are revised annually, each ICAO Member State needs to reflect the new content in its national aviation Acts in a timely manner. In recent years, data-driven international standards have been developed because of the important roles of aviation safety data and information-based legislation in accident prevention based on human factors. The Safety Management System and crew Fatigue Risk Management Systems were reviewed as examples of the result of data-driven rulemaking. The safety management system was adopted in 2013 with the introduction of Annex 19 and Chapter 5 of the relevant manual describes safety data collection and analysis systems. Through analysis of safety data and information, decision makers can make informed data-driven decisions. The Republic of Korea introduced Safety Management System in accordance with Article 58 of the Aviation Safety Act for all airlines, maintenance companies, and airport corporations. To support the SMS, both mandatory reporting and voluntary safety reporting systems need to be in place. Up until now, the standard of administrative penal dispensation for violations of the safety management system has been very weak. Various regulations have been developed and implemented in the United States and Europe for the proper legislation of the safety management system. In the wake of the crash of the Colgan aircraft, the US Aviation Safety Committee recommended the US Federal Aviation Administration to establish a system that can identify and manage pilot fatigue hazards. In 2010, a notice of proposed rulemaking was issued by the Federal Aviation Administration and in 2011, the final rule was passed. The legislation was applied to help differentiate risk based on flight according to factors such as the pilot's duty starting time, the availability of the auxiliary crew, and the class of the rest facility. Numerous amounts data and information were analyzed during the rulemaking process, and reflected in the resultant regulations. A cost-benefit analysis, based on the data of the previous 10 year period, was conducted before the final legislation was reached and it was concluded that the cost benefits are positive. The Republic of Korea also currently has a clause on aviation safety legislation related to crew fatigue risk, where an airline can choose either to conform to the traditional flight time limitation standard or fatigue risk management system. In the United States, specifically for the purpose of data-driven rulemaking, the Airline Rulemaking Committee was formed, and operates in this capacity. Considering the advantageous results of the ARC in the US, and the D4S in Europe, this is a system that should definitely be introduced in Korea as well. A cost-benefit analysis is necessary, and can serve to strengthen the resulting legislation. In order to improve the effectiveness of data-based legislation, it is necessary to have reinforcement of experts and through them prepare a more detailed checklist of relevant variables.