Muscular capabilities and workload of flight attendants for pushing and pulling trolleys aboard aircraft

Increasingly in the recent years, passengers’ services are extended into the ascent and descent flight phases on short distance flights. Trolleys containing the required meal and beverage items are used for these service operations and pushed or pulled along the aisles of the aircraft. Flight attendants reported about increased musculo-skeletal disorders and had been complaining about high physical workload from handling trolleys. In order to ensure acceptable load levels for pushing or pulling operations of trolleys, the physical capabilities of the collective “flight attendants” had been investigated by means of force measurements at maximum voluntary contraction (MVC) level and associated relevant anthropometrical and biometrical data. CEN and ISO standards as well as international and national German methods were used to derive recommended force limits for pushing/pulling operations with respect to the physical capabilities of the target group “flight attendants”. Comparing these recommended limits with the force requirements per shift under various conditions of trolley handlings (inclination of the floor, type and weight of trolley, mode of handling, frequency of operation) showed that especially for higher floor inclinations and trolley weights, flight attendants work (substantially) above recommended limits. It became also apparent that the handling of half-size trolleys is unexpectedly high demanding due to high vertical force components, caused by the unfavorable location of their center of gravity.

Relevance to industry

On short-distance flights, passengers’ services are performed by means of trolleys from the ascent to the descent flight phases. Flight attendants had been complaining about high physical workload. This study offers recommendations on maximum force limits for the handling of trolleys with respect to the muscular capacities and work situations of flight attendants on short-distance flights.     

Load on the lumbar spine of flight attendants during pushing and pulling trolleys aboard aircraft

Flight attendants report on high physical load and complaints particularly focussing on the lower back. These findings are mainly ascribed to pushing and pulling of trolleys during the ascent and descent flight phases. Within an interdisciplinary experimental study, the load on the lumbar spine of flight attendants during trolley handling aboard aircraft was analysed based on laboratory measurements regarding posture and exerted forces as well as on subsequent biomechanical model calculations. Forces and moments of force at the lumbosacral disc were quantified for 458 manoeuvres performed by 25 flight attendants in total (22 female, 3 male).Lumbar load varies according to handling mode (pushing, pulling), floor gradient (0°, 2°, 5°, 8°), trolley type (half-, full-size trolley), trolley loading (empty, medium, full) and, in addition, according to individual execution technique. For each of the resulting 48 task configurations, lumbar load was evaluated with respect to potential biomechanical overload by applying work-design recommendations for disc compression and moment of force. Irrespective of floor inclination, trolley weight and individual performance, pushing of small trolleys is combined with acceptable lumbar load, pulling with critical load. Pushing or pulling large trolleys occasionally yield to critical lumbar load, in particular, when heavy or heaviest containers are moved on relatively steep or steepest surfaces.To diminish overload risk relevantly, top-edge grasp positions should be avoided for pulling of half-size trolleys, whereas for the other cases, grasping at the upper edge of the trolley is recommended.

Relevance to industry

The provided study illustrates lumbar load of flight attendants during trolley handling aboard aircraft for typical task conditions and individual execution techniques. Specified hints for work design regarding posture and grasp position enable to avoid biomechanical low-back overload for flight attendants. Furthermore, trolley properties may be reconsidered, regular maintenance of rollers should be guaranteed.     

Modification of an EMG-assisted biomechanical model for pushing and pulling

Pushing and pulling tasks using carts and material handling devices have become more prevalent in occupational environments in an attempt to reduce the musculoskeletal risks associated with lifting. However, little change in low back disorder rates have been noted as tasks change from lifting to pushing and pulling indicating that we do not understand the mechanics of pushing and pulling well. Biomechanical assessments of pushing and pulling tasks using person-specific biologically assisted models offer a means to help understand how the spine is loaded under pushing and pulling conditions. However, critical components of these models must be adjusted so that they are sensitive to the different physiologic responses in the torso muscles expected during pushing and pulling compared to lifting tasks.The objective of this study was to modify an electromyography (EMG)-assisted biomechanical model designed to evaluate lifting tasks so that it can better represent the biomechanical forces expected during pushing and pulling tasks. Several key modifications were made. Based upon a literature review, changes in muscle cross-sectional area and muscle origins and insertions were made to better represent the geometry of the torso muscles. It was also necessary to adjust the length–force and velocity–force muscle relationships. Empirically derived length–force and velocity–force relationships were developed to independently represent the flexor and extensor musculature. These modifications were then systematically incorporated into the model.The model was exercised over several pushing and pulling conditions to assess the effect of these modifications on its ability to predict externally measured spinal moments. Results indicated that the alterations made to the preexisting EMG-assisted model resulted in acceptable model performance for pushing, pulling, and lifting activities.

Relevance to industry

The use of carts and material handling devices has become increasingly prevalent in industry, though little research has been done to examine the body's response. The modifications made to the biomechanical model would enable its use in the evaluation and design of material handling devices and pushing and pulling tasks.     

A target-based population approach for determining the risk of injury associated with manual pushing and pulling

A new procedure for determining the risk of injury associated with manual pushing and pulling was developed based upon characteristics of the user population (i.e. age, gender and stature) and task requirements (i.e. working height, task frequency and travel distance). The procedure has been integrated into international (ISO, 2004) and European (CEN, 2004) standards for determining recommended force limits for pushing and pulling that can be adapted to suit the user population. These limits consider the muscular strength of the intended target population, as well as the compressive loads on the lumbar spine. Examples are provided to demonstrate variability of the proposed ‘safety’ limits for different task scenarios.

Relevance to industry

The manual handling of physical loads are known risk factors associated with work-related musculoskeletal disorders (WMSD). These disorders are common throughout the industry and may incur considerable costs to both the employer and the employee. The new risk rating procedure enables pushing and pulling tasks to be more closely aligned to the capabilities of the user population and, therefore, has an important role to play in helping to reduce the suffering and costs associated with these disorders.     

Physical workload of lorry drivers: a comparison of four methods of transport

Abstract

Four groups of eight lorry drivers, transporting goods on wheeled cages, as packed goods, on pallets, or as bulk cargo, were studied during a complete working day. The drivers working with bulk cargo served as a reference group. Manual materials handling and the working postures were studied by observation. The heart rate (HR) was continuously recorded and related to observed tasks. The relationship between HR and oxygen uptake during a simulation of loading and unloading and the maximal oxygen uptake ([Vdot]O2 max) were measured in a laboratory for every driver. The lorry drivers worked long hours, only the group transporting wheeled cages worked less than 11 hd^-1 on average. Driving made up almost half of the total working time in all groups. In general, the highest HR was found during loading and unloading. Loading and unloading of wheeled cages was done for 2nd^-1, at 50% of [Vdot]O2max. The drivers transporting packed goods and pallets loaded and unloaded for around 100mind^-1, at 48% and 35% of [Vdot]O2 max respectively. When the drivers of these two groups lifted, their trunks were flexed for more than 60% of the time. The most important difference between the reference group and the other groups was that the drivers of the former rarely pushed or pulled anything. It is suggested that the required pushing and pulling forces were largely responsible for the high physical workload during loading and unloading.     

The effect of four-day round trip flights over 10 time zones on the circadian variation of salivary melatonin and Cortisol in airline flight attendants

The effects of four-day round flights (Helsinki-Los Angeles-Seattle-Helsinki) were studied on the circadian rhythms of salivary melatonin (MT) and Cortisol (COR) in 35 flight attendants. The mean age of the subjects was 33 ± 7 years (median 34, range 21-50). Five 24 h profiles of unstimulated saliva were collected at 2 h intervals (except at 04:00) before, during, and after the four day flight. Salivary MT and COR were determined by radioimmunoassay. Both MT and COR exhibited a clear circadian rhythm with acrophases before the flight at 03:03 (MT) and 09:08 (COR). Two days after the westward flight from Helsinki to Los Angeles, the MT rhythm (circadian acrophase) had delayed 4 h 51 min and the COR rhythm 3 h 55 min compared to the control day before the flight. Two days later, during the last day in the USA, the MT rhythm had delayed 5 h 59 min and the COR rhythm 5 h 29 min as compared to the situation before the flight. After four days of the eastward flight from Seattle to Helsinki, the circadian acrophase of MT was still 1 h 35 min delayed compared to the control day before the westward flight. The results indicate that the restitution time of five days at the home base is on the average proper for recovery, if a four day round flight over 10 time zones takes four days or less. The resynchronization rate of salivary hormones after westward, outgoing flights is faster than the resynchronization rate after the eastward return flights.     

The effect of different surfaces on biomechanical loading of shoulder and lumbar spine during pushing and pulling of two-wheeled containers

Seven waste collectors pushed and pulled a two-wheeled container on three different surfaces: flagstones, paving stones, grass. Net torques at the shoulder joint and the lumbar spine as well as the compression and shear forces in the lumbar spine at the L4/L5 level were calculated for the tilting, initial and sustained phases. The lumbar spine compression force was below 1800N and the shear force was below 200 N in all situations. The shoulder torque when pulling with one hand was up to 80 N m. The container weight affected the magnitude of the push/pull forces and the load on the shoulders but not the load on the lumbar spine. The type of surface affected the magnitude of the push/pull forces during initial and sustained phases, and affected the load on the shoulder in the sustained phase. However, it did not affect the compression in the lumbar spine.     

Effects of modes of cockpit automation on pilot performance and workload in a next generation flight concept of operation

The objective of this study was to compare the effects of various forms of advanced cockpit automation for flight planning on pilot performance and workload under a futuristic concept of operation. A lab experiment was conducted in which airline pilots flew simulated tailored arrivals to an airport using three modes of automation (MOAs), including a control‐display unit (CDU) to the aircraft flight management system, an enhanced CDU (CDU+), and a continuous descent approach (CDA) tool. The arrival scenario required replanning to avoid convective activity and was constrained by a minimum fuel requirement at the initial approach fix. The CDU and CDU+ modes allowed for point‐by‐point path planning or selection among multiple standard arrivals, respectively. The CDA mode completely automated the route replanning for pilots. It was expected that the higher‐level automation would significantly reduce pilot workload and improve overall flight performance. In general, results indicated that the MOAs influenced pilot performance and workload responses according to hypotheses. This study provides new knowledge about the relationship of cockpit automation and interface features with pilot performance and workload in a novel next generation–style flight concept of operation. © 2012 Wiley Periodicals, Inc.     

AIRBUS state of the art and practices on FDI and FTC in flight control system

This paper deals with industrial practices and strategies for Fault Tolerant Control (FTC) and Fault Detection and Isolation (FDI) in civil aircraft by focusing mainly on a typical Airbus Electrical Flight Control System (EFCS). This system is designed to meet very stringent requirements in terms of safety, availability and reliability that characterized the system dependability. Fault tolerance is designed into the system by the use of stringent processes and rules, which are summarized in the paper. The strategy for monitoring (fault detection) of the system components, as a part of the design for fault tolerance, is also described in this paper. Real application examples and implementation methodology are outlined. Finally, future trends and challenges are presented.This paper is a full version of the invited plenary talk presented by the author on the 1st July 2009 at the 7th IFAC Symposium Safeprocess '09, Barcelona.     

Mental workload and cognitive task automaticity: an evaluation of subjective and time estimation metrics

Abstract

The evaluation of mental workload is becoming increasingly important in system design and analysis. The present study examined the structure and assessment of mental workload in performing decision and monitoring tasks by focusing on two mental workload measurements: subjective assessment and time estimation. The task required the assignment of a series of incoming customers to the shortest of three parallel service lines displayed on a computer monitor. The subject was either in charge of the customer assignment (manual mode) or was monitoring an automated system performing the same task (automatic mode). In both cases, the subjects were required to detect the non-optimal assignments that they or the computer had made. Time pressure was manipulated by the experimenter to create fast and slow conditions. The results revealed a multi-dimensional structure of mental workload and a multi-step process of subjective workload assessment. The results also indicated that subjective workload was more influenced by the subject's participatory mode than by the factor of task speed. The time estimation intervals produced while performing the decision and monitoring tasks had significantly greater length and larger variability than those produced while either performing no other tasks or performing a well practised customer assignment task. This result seemed to indicate that time estimation was sensitive to the presence of perceptual/cognitive demands, but not to response related activities to which behavioural automaticity has developed.     

Comparison of NASA-TLX scale,modified Cooper–Harper scale and mean inter-beat interval as measures of pilot mental workload during simulated flight tasks

Abstract

The sensitivity of NASA-TLX scale, modified Cooper–Harper (MCH) scale and the mean inter-beat interval (IBI) of successive heart beats, as measures of pilot mental workload (MWL), were evaluated in a flight training device (FTD). Operational F/A-18C pilots flew instrument approaches with varying task loads. Pilots’ performance, subjective MWL ratings and IBI were measured. Based on the pilots’ performance, three performance categories were formed; high-, medium- and low-performance. Values of the subjective rating scales and IBI were compared between categories. It was found that all measures were able to differentiate most task conditions and there was a strong, positive correlation between NASA-TLX and MCH scale. An explicit link between IBI, NASA-TLX, MCH and performance was demonstrated. While NASA-TLX, MCH and IBI have all been previously used to measure MWL, this study is the first one to investigate their association in a modern FTD, using a realistic flying mission and operational pilots.

Practitioner summary: NASA-TLX scale, MCH scale and the IBI were evaluated in a flight training device. All measures were able to differentiate most task conditions and there was a positive correlation between NASA-TLX and MCH scale. An explicit link between IBI, NASA-TLX, MCH and performance was demonstrated.

Abbreviations: ANOVA: Analysis of Variance; ECG: Electrocardiograph; F/A: fighter/attack; ft: feet; FTD: flight training device; G: Gravity; km: kilometer; m: meter; m/s: meters per second; MWL: mental workload; MCH: modified cooper-harper; NASA-TLX: NASA Task Load Index; NM: Nautical Mile; NN: normal-to-normal; IBI: inter-beat interval; ILS: Instrument Landing System; RR: R-Wave to R-Wave; SD: standard deviation; TTP: tactics, techniques and procedures; WTSAT: Weapon Tactics and Situation Awareness Trainer     

An evaluation of off-axis manual forces and upper extremity joint moments during unilateral pushing and pulling exertions

This study quantified changes in off-axis manual force production and upper extremity joint moments during sub-maximal one-handed push and pull tasks. Off-axis forces in the up/down and left/right directions were quantified in the presence or absence of constraints placed upon the direction of manual force application and/or arm posture. Resultant off-axis forces of 13.1% and 9.4% were produced for pulls and pushes, respectively. Off-axis forces during pulling were oriented downwards and to the right and were associated with a decreased should flexion moment when posture was constrained. Off-axis forces in the up/down direction were minimized with increased on-axis force level. Off-axis forces during pushing tended to be oriented to the left and were associated with increased elbow flexion moment when off-axis forces were allowed. By not accounting for these off-axis forces, we may not be accurately reflecting actionable muscle- and joint-level loading characteristics derived from biomechanically-based proactive ergonomics assessment approaches.

Practitioner Summary: Constrained arm postures and directions of manual force application influence the production of off-axis forces. As inaccurate estimation of true manual forces can markedly influence actionable outcomes of proactive ergonomic assessments, this study suggests that simplification of these estimates is insufficient and potentially misleading.     

Nonlinear region of attraction analysis for flight control verification and validation

Current practice for flight control validation relies heavily on linear analyses and nonlinear, high-fidelity simulations. This process would be enhanced by the addition of nonlinear analyses of the flight control system. This paper demonstrates the use of region of attraction estimation for studying nonlinear effects. A nonlinear polynomial model is constructed for the longitudinal dynamics of NASA's Generic Transport Model aircraft. A polynomial model for the short period dynamics is obtained by decoupling this mode from the nonlinear longitudinal model. Polynomial optimization techniques are applied to estimate region of attractions around trim conditions.     

Incorporating data link messaging into a multi-function display to support the Small Aircraft Transportation System (SATS) and the self-separation of general aviation aircraft

One objective of the Small Aircraft Transportation System (SATS) Project is to increase the capacity and utilization of small non-towered, non-radar equipped airports by transferring traffic management activities to an automated system and separation responsibilities to general aviation (GA) pilots. This paper describes the development of a research multi-function display (MFD) to support the interaction between pilots and an automated Airport Management Module (AMM). Preliminary results of simulation and flight tests indicate that adding the responsibility of monitoring other traffic for self-separation does not increase pilots' subjective workload levels. Pilots preferred using the enhanced MFD to execute flight procedures, reporting improved situation awareness (SA) over conventional instrument flight rules (IFR) procedures.