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Data obtained from sleep logs maintained for a period of 5 weeks by 185 air traffic controllers indicate that on a weekly basis there is no significant difference in the amount of sleep obtained by controllers working the 2-2-1 rotation pattern and that obtained by those on the 5-day rotation pattern. Controllers working the 2-2-1 rotation pattern slept significantly less prior to the midshift than they did before the evening and day shifts. On both the 2-2-1 and 5-day rotation patterns, the most sleep obtained was on the evening shift followed by the day shift and midshift respectively. Approximately half the controllers indicated satisfaction with their present shift rotations; however, preferences indicate that they would prefer to work a shift rotation that excluded the midshift. Age and experience do not appear to be related to pattern of sleep or amount of sleep obtained. 'Fatigue', 'weakness', and 'somnolence' were complaints most often expressed on the midshift on both rotation patterns.

Stress in 23 air traffic controllers (ATCS) at Atlanta Air Route Traffic Control Center (ATL) on the straight 5-day shift rotation schedule was compared with stress in 23 ATCS's on the 2-2-1 shift rotation schedule at Fort Worth Air Route Traffic Control Center (FTW). Stress in six other FTW ATCS's on the 5-day schedule was compared to stress in their 23 cohorts on the 2-2-1 schedule. Stress estimates were made from urinary levels of 17-ketogenic steroids (st), epinephrine (e), and norepinephrine (ne).

Physiological and biochemical measurements of stress in 14 Opa Locka Tower (OPF) controllers indicated that the principal stressor at that facility was the heavy volume of air traffic. Controllers responded to this stressor with a large increase in urinary output of catecholamines. A stress index, Cs, shows that OPF ranks second in stressfulness in the nine stress studies carried out at eight ATC facilities. Baseline values show that off-duty stress at OPF is low. The results of this study emphasize that a battery of tests is necessary for adequate definition of stress in this personnel group.

The effects of high cockpit temperature on physiological responses and performance were determined on pilots in a general aviation simulator. The pilots (all instrument rated) 'flew' an instrument flight while exposed to each of three cockpit temperatures: 25.0C (77F), 43.3C (110F), 60.0C (140F). Each flight lasted about 50 minutes. Performance was scored as the deviations in heading from the pre-determined flight path. Deviations were scored for seven segments of the flight. Physiological parameters recorded were: heart rate, deep body temperature, skin temperature and urine output and sweat loss. Results are discussed in terms of the complexity of the flight segment being 'flown.' (Author)