Dement W C, Seidel W F, Cohen S A, Bliwise N G, Carskadon M A
Aviat Space Environ Med. 1986 Dec;57(12 Pt 2):B14-28.
Aircrew were studied before and after flying one of two routes: San Francisco (SFO) to London (LHR) or SFO to Tokyo (NRT). After an adaptation night, sleep and daytime sleepiness were objectively measured in SFO and during the first layover (L/O) of the target trip. Baseline sleep was slightly shorter than normally reported for similar age subjects and, for several reasons, is not an ideal basis for subsequent comparison. Nevertheless, L/O sleep periods tended to provide either less total sleep or less efficient sleep. Crewmembers' estimates of their sleep duration correlated well with objective measures, but their estimates of daytime sleepiness correlated poorly with objectively measured sleepiness. During baseline there was a significant midday sleep tendency as measured by the Multiple Sleep Latency Test. This tendency occurred at almost the same time (GMT) on the second L/O day in LHR. Since sleepiness has a persistent rhythm which is maximal twice per day, it is suggested that L/O sleep periods be taken at these times of maximal sleepiness and that peak workload should coincide with the subsequent periods of maximal alertness. Although the overall quality of sleep diminished only slightly on this L/O, it is possible that if this relatively small loss accumulated over successive L/Os, the effects on daytime sleepiness could be measurable.
对机组人员在执行旧金山（SFO）至伦敦（LHR）或旧金山至东京（NRT）两条航线之一飞行任务前后进行了研究。在适应一晚后，在旧金山以及目标行程的首个中途停留（L/O）期间，对睡眠和日间嗜睡情况进行了客观测量。基线睡眠略短于类似年龄受试者通常报告的睡眠时间，并且由于多种原因，并非后续比较的理想基础。尽管如此，中途停留期间的睡眠时间往往较短或睡眠效率较低。机组人员对自己睡眠时间的估计与客观测量结果相关性良好，但他们对日间嗜睡的估计与客观测量的嗜睡情况相关性较差。在基线期，通过多次睡眠潜伏期测试测量发现存在显著的午睡倾向。在伦敦希思罗机场中途停留的第二天，几乎在同一时间（格林威治标准时间）出现了这种倾向。由于嗜睡具有持续的节律，每天会出现两次高峰，因此建议在这些嗜睡高峰时段安排中途停留睡眠时间，且高峰工作量应与随后的最大警觉时段相吻合。尽管此次中途停留期间睡眠的总体质量仅略有下降，但如果这种相对较小的睡眠损失在连续的中途停留中累积，那么对日间嗜睡的影响可能是可测量的。
