{"id":506,"date":"2012-07-14T10:39:09","date_gmt":"2012-07-14T07:39:09","guid":{"rendered":"http:\/\/www.hvtd.org\/?p=506"},"modified":"2012-07-14T10:39:09","modified_gmt":"2012-07-14T07:39:09","slug":"pilot-yorgunlugu-kisa-mesafeli-ucuslar-da-yorar","status":"publish","type":"post","link":"https:\/\/www.hvtd.org\/?p=506","title":{"rendered":"Pilot Yorgunlu\u011fu: K\u0131sa mesafeli u\u00e7u\u015flar da yorar"},"content":{"rendered":"
\n

\"\"<\/a>YORGUNLUK, ticari havayollar\u0131 operasyonlar\u0131nda pilot performans\u0131na \u00f6nemli bir etkidir. Ara\u015ft\u0131rmalar\u0131n \u00e7o\u011fu uzun menzilli ve farkl\u0131 saat dilimlerinde yolculuklar\u0131 i\u00e7eren transmeridyen u\u00e7u\u015flar \u00fczerine odaklanm\u0131\u015ft\u0131r. K\u0131sa mesafeli operasyonlarda u\u00e7an pilotlar\u0131n yorgunlu\u011fu \u00fczerine nispeten daha az ara\u015ft\u0131rma vard\u0131r. Halbuki k\u0131sa mesafeli u\u00e7u\u015flarda pilotlar \u00e7o\u011funlukla normal uyku rutinini bozabilen ve yorgunlu\u011fu artt\u0131ran erken kalk\u0131\u015f ve ge\u00e7 biti\u015flerin yer ald\u0131\u011f\u0131 d\u00fczensiz bir g\u00f6rev program\u0131 i\u00e7indedirler. Uzun mesafe u\u00e7u\u015flar\u0131n\u0131n aksine k\u0131sa u\u00e7u\u015flar, \u00e7ok say\u0131da kalk\u0131\u015f ve ini\u015fleri i\u00e7erdi\u011finden daha fazla dikkat gerektirir. Ayr\u0131ca k\u0131sa mesafeli u\u00e7u\u015flar 2 pilot taraf\u0131ndan ger\u00e7ekle\u015ftirildi\u011fi i\u00e7in u\u00e7u\u015f s\u0131ras\u0131nda dinlenme imk\u00e2n\u0131 yoktur ve bu durum 3 pilotlu uzun menzilli u\u00e7u\u015flardan daha fazla yorgunluk yaratmaktad\u0131r.<\/p>\n

Ara\u015ft\u0131rmalar, k\u0131sa mesafeli u\u00e7u\u015flar yapan ticari pilotlarda yorgunlu\u011fun yayg\u0131n bir problem oldu\u011funu \u00f6ne s\u00fcrmektedir. K\u0131sa mesafeli, ard\u0131\u015f\u0131k u\u00e7u\u015flar pilotlar\u0131n daha az uyumas\u0131na, daha erken kalkmas\u0131na ve g\u00f6rev bitiminde dinlendiricili\u011fi az uyku uyumalar\u0131na sebep olur. \u0130ngiliz pilotlar\u0131 ile yap\u0131lan \u00e7al\u0131\u015fmalar\u0131n g\u00f6sterdi\u011fi, g\u00fcn\u00fcn g\u00f6reve ba\u015flama zaman\u0131 ve g\u00fcn ba\u015f\u0131na d\u00fc\u015fen u\u00e7u\u015f say\u0131s\u0131n\u0131n yorgunlu\u011fun geli\u015fmesinde \u00f6nemli etkileri oldu\u011fudur.<\/p>\n

Yeni Zelanda Havayollar\u0131 Boeing 737 operasyonlar\u0131 \u00fczerinde yap\u0131lm\u0131\u015f ve 1 Ocak-31 Mart 2003 tarihleri aras\u0131ndaki 3 ayl\u0131k periyodu kapsayan bir \u00e7al\u0131\u015fmada; \u00fclke i\u00e7indeki b\u00f6lgelerde 30 dakikadan 100 dakikaya kadar menzillerde u\u00e7u\u015f yapan 15 Boeing 737-300 u\u00e7u\u015flar\u0131 de\u011ferlendirilmi\u015ftir. Bir g\u00fcnde 1 ile 5 aras\u0131nda de\u011fi\u015fen noktalara u\u00e7u\u015f yapan pilotlar\u0131n g\u00f6rev ba\u015flang\u0131\u00e7 zamanlar\u0131n\u0131n neredeyse yar\u0131s\u0131 07:00\u2032den \u00f6nce idi. O g\u00fcnk\u00fc g\u00f6revi saat 11:00 ile 16:00 aras\u0131nda bitirenler %41; 18:00 ile 21:00 aras\u0131nda bitirenler %35 oran\u0131nda bulundu. Ortalama g\u00f6rev zaman\u0131 7.2 saat (minimum 1.1; maksimum 11.2 saat) idi.<\/p>\n

Son ini\u015f \u00f6ncesinde rapor edilen yorgunluk; g\u00f6revin uzunlu\u011fu, u\u00e7u\u015f say\u0131s\u0131 ve ini\u015fteki g\u00fcn\u00fcn saati ile a\u00e7\u0131klan\u0131yordu. U\u00e7u\u015f say\u0131s\u0131na ba\u011fl\u0131 olan etki do\u011frusald\u0131. G\u00fcn ortas\u0131ndan sonra yorgunlukta genel bir art\u0131\u015f oldu\u011fu ve bu art\u0131\u015f\u0131n \u00f6zellikle 22:00\u2032den sonra belirginle\u015fti\u011fi g\u00f6r\u00fcld\u00fc. G\u00f6reve sabah erken ba\u015flayan pilotlar daha y\u00fcksek yorgunluk seviyeleri rapor ettiler.<\/p>\n

Sonu\u00e7 olarak, k\u0131sa mesafe u\u00e7u\u015f yapan pilotlarda yorgunlu\u011fun, u\u00e7u\u015f uzunlu\u011fu, g\u00fcn\u00fcn g\u00f6rev ba\u015flama saati, g\u00f6rev say\u0131s\u0131 ve kalk\u0131\u015f havaalan\u0131ndan belirgin \u015fekilde etkilendi\u011fi anla\u015f\u0131lm\u0131\u015ft\u0131r. Bu 4 unsurdan en \u00f6nemli olanlar\u0131 da, g\u00f6rev say\u0131s\u0131 ve s\u00fcresi olarak \u00f6ne \u00e7\u0131kmakta; bunlar yorgunlu\u011fu do\u011frusal bi\u00e7imde artt\u0131rmaktad\u0131r. G\u00f6rev saatinin g\u00fcn ortas\u0131na denk gelmesi yorgunlukta en d\u00fc\u015f\u00fck seviyelerde art\u0131\u015f yaratmakta\u2026 K\u0131sa g\u00f6revlerde son ini\u015f i\u00e7in en uygun zaman g\u00fcn ortas\u0131 civar\u0131yken, daha uzun g\u00f6revlerde en iyi zaman 20:00 idi. Pilotlar\u0131n evlerinin bulundu\u011fu \u015fehirlere son ini\u015f yapm\u0131\u015f olmalar\u0131 yorgunluk alg\u0131s\u0131n\u0131 azaltmakta, ba\u015fka \u015fehirlere inip otelde gecelemeleri yorgunluk puanlar\u0131n\u0131 y\u00fckselten bir unsur olmaktad\u0131r.<\/p>\n

Bu sonu\u00e7lar farkl\u0131 metodoloji kullanarak \u00fclke i\u00e7inde u\u00e7an \u0130ngiliz pilotlar\u0131 \u00fczerinde yap\u0131lan 3 \u00e7al\u0131\u015fma ile tutarl\u0131d\u0131r.<\/p>\n

Kaynak:<\/strong> Powell DMC, Spencer MB, et al. Pilot fatigue in short-haul operations: Effects of number of sectors, duty length, and time of day. Aviat Space Environ Med 2007; 78:698-701.<\/p>\n

\u00c7eviri:<\/strong> Sacit K\u0131l\u0131ncer (Em.Hv.Plt.Bnb; Fizyolojik E\u011fitim Sb.)<\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

YORGUNLUK, ticari havayollar\u0131 operasyonlar\u0131nda pilot performans\u0131na \u00f6nemli bir etkidir. Ara\u015ft\u0131rmalar\u0131n \u00e7o\u011fu uzun menzilli ve farkl\u0131 saat dilimlerinde yolculuklar\u0131 i\u00e7eren transmeridyen u\u00e7u\u015flar \u00fczerine odaklanm\u0131\u015ft\u0131r. K\u0131sa mesafeli operasyonlarda u\u00e7an pilotlar\u0131n yorgunlu\u011fu \u00fczerine nispeten daha az ara\u015ft\u0131rma vard\u0131r. Halbuki k\u0131sa mesafeli u\u00e7u\u015flarda pilotlar \u00e7o\u011funlukla normal uyku rutinini bozabilen ve yorgunlu\u011fu artt\u0131ran erken kalk\u0131\u015f ve ge\u00e7 biti\u015flerin yer ald\u0131\u011f\u0131 d\u00fczensiz bir g\u00f6rev program\u0131 i\u00e7indedirler. […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_eb_attr":"","_jetpack_memberships_contains_paid_content":false,"footnotes":""},"categories":[6],"tags":[],"class_list":["post-506","post","type-post","status-publish","format-standard","hentry","category-bulten"],"jetpack_featured_media_url":"","jetpack_sharing_enabled":true,"jetpack-related-posts":[],"_links":{"self":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/506","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=506"}],"version-history":[{"count":1,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/506\/revisions"}],"predecessor-version":[{"id":508,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/506\/revisions\/508"}],"wp:attachment":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=506"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=506"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=506"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}