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Effects of afternoon "siesta" naps on sleep, alertness, performance, and circadian rhythms in the elderly
STUDY OBJECTIVES: To determine the effects of a 90-minute afternoon nap regimen on nocturnal sleep, circadian rhythms, and evening alertness and performance levels in the healthy elderly. DESIGN AND SETTING: Nine healthy elderly subjects (4m, 5f, age range 74y-87y) each experienced both nap and no-nap conditions in two studies each lasting 17 days (14 at home, 3 in the laboratory). In the nap condition a 90-minute nap was enforced between 13:30 and 15:00 every day, in the no-nap condition daytime napping was prohibited, and activity encouraged in the 13:30-15:00 interval. The order of the two conditions was counterbalanced. PARTICIPANTS: N/A INTERVENTIONS: N/A MEASUREMENTS: Diary measures, pencil and paper alertness tests, and wrist actigraphy were used at home. In the 72 hour laboratory studies, these measures were augmented by polysomnographic sleep recording, continuous rectal temperature measurement, a daily evening single trial of a Multiple Sleep Latency Test (MSLT), and computerized tests of mood, activation and performance efficiency. RESULTS: By the second week in the "at home" study, an average of 58 minutes of sleep was reported per siesta nap; in the laboratory, polysomnography confirmed an average of 57 minutes of sleep per nap. When nap and no-nap conditions were compared, mixed effects on nocturnal sleep were observed. Diary measures indicated no significant difference in nocturnal sleep duration, but a significant increase (of 38 mins.) in 24-hour Total Sleep Time (TST) when nocturnal sleeps and naps were added together (p<0.025). The laboratory study revealed a decrease of 2.4% in nocturnal sleep efficiency in the nap condition (p<0.025), a reduction of nocturnal Total Sleep Time (TST) by 48 mins. in the nap condition (p<0.001) which resulted primarily from significantly earlier waketimes (p<0.005), but no reliable effects on Wake After Sleep Onset (WASO), delta sleep measures, or percent stages 1 & 2. Unlike the diary study, the laboratory study yielded no overall increase in 24-hour TST consequent upon the siesta nap regimen. The only measure of evening alertness or performance to show an improvement was sleep latency in a single-trial evening MSLT (nap: 15.6 mins., no nap: 11.5 mins., p<0.005). No significant change in circadian rhythm parameters was observed. CONCLUSIONS: Healthy seniors were able to adopt a napping regimen involving a 90-minute siesta nap each day between 13:30 and 15:00, achieving about one hour of actual sleep per nap. There were some negative consequences for nocturnal sleep in terms of reduced sleep efficiency and earlier waketimes, but also some positive consequences for objective evening performance and (in the diary study) 24-hour sleep totals. Subjective alertness measures and performance measures showed no reliable effects and circadian phase parameters appeared unchanged.
The Benefits of Napping for Safety & How Quickly Can the Brain Wake-Up from Sleep?
Fatigue is a hazard that must be managed within 24-hour safety-critical operations. Napping is the best known countermeasure to fatigue caused by sleep-loss and circadian misalignment. This presentation will: define fatigue; discuss ways to make the most of a nap opportunity; highlight the benefits of napping, including two case studies from workplace settings; outline the challenges in implementing napping in the workplace; and walk through examples to demonstrate that not all naps are equal when it comes to benefits to alertness and performance. The second half of the presentation will focus on sleep inertia, that is, the brief period of impaired alertness and performance experienced after waking from sleep. The factors contributing to and caused by sleep inertia will be discussed, along with countermeasures to reduce the impact of sleep inertia on alertness and performance.
Alertness management in flight operations - Strategic napping
Strategic napping in two different flight operation environments is considered to illustrate its application as a fatigue countermeasure. Data obtained from commercial short-haul and long-haul operations demonstrated the utility and current practices of strategic napping. A preplanned cockpit nap acted as an acute 'safety valve' for the sleep loss, circadian disruption, and fatigue that occurs in long-haul flying.
Cockpit napping
The results of a NASA-sponsored study examining the effectiveness of a brief, preplanned cockpit rest period to improve pilot alertness and performance in nonaugmented long-haul flight operations are discussed. Four regularly scheduled trans-Pacific flight legs were studied. The shortest flight legs were about 7 h and the longest about 9.5 h, with duty periods averaging about 11 h and layovers about 25 h. Three-person B747 crews were divided randomly into two volunteer pilot groups. These crews were nonaugmented, and therefore no relief pilots were available. The rest group, consisting of four crews, was allowed a 40 min opportunity to rest during the overwater cruise portion of the flight. On a preplanned, rotating basis, individual crew members were allowed to nap. It is concluded that a preplanned cockpit nap is associated with significantly better behavioral performance and higher levels of physiological alertness and that this can be accomplished without disrupting normal flight operations or compromising safety.
Materials Data on NaP(HO)6 by Materials Project
NaP(HO)6 crystallizes in the orthorhombic P2_12_12_1 space group. The structure is three-dimensional. Na1+ is bonded to six O2- atoms to form distorted NaO6 octahedra that share corners with two equivalent NaO6 octahedra and corners with three equivalent PO4 tetrahedra. The corner-sharing octahedral tilt angles are 56°. There are a spread of Na–O bond distances ranging from 2.35–2.54 Å. P5+ is bonded to four O2- atoms to form PO4 tetrahedra that share corners with three equivalent NaO6 octahedra. The corner-sharing octahedra tilt angles range from 48–56°. There are a spread of P–O bond distances ranging from 1.51–1.60 Å. There are six inequivalent H1+ sites. In the first H1+ site, H1+ is bonded in a linear geometry to two O2- atoms. There is one shorter (1.04 Å) and one longer (1.50 Å) H–O bond length. In the second H1+ site, H1+ is bonded in a linear geometry to two O2- atoms. There is one shorter (1.04 Å) and one longer (1.51 Å) H–O bond length. In the third H1+ site, H1+ is bonded in a single-bond geometry to one O2- atom. The H–O bond length is 0.99 Å. In the fourth H1+ site, H1+ is bonded in a single-bond geometry to one O2- atom. The H–O bond length is 0.98 Å. In the fifth H1+ site, H1+ is bonded in a single-bond geometry to one O2- atom. The H–O bond length is 1.00 Å. In the sixth H1+ site, H1+ is bonded in a single-bond geometry to one O2- atom. The H–O bond length is 0.99 Å. There are six inequivalent O2- sites. In the first O2- site, O2- is bonded in a distorted trigonal planar geometry to one Na1+, one P5+, and one H1+ atom. In the second O2- site, O2- is bonded in a bent 120 degrees geometry to one P5+ and one H1+ atom. In the third O2- site, O2- is bonded in a 2-coordinate geometry to one Na1+, one P5+, and one H1+ atom. In the fourth O2- site, O2- is bonded in a 2-coordinate geometry to one Na1+, one P5+, and one H1+ atom. In the fifth O2- site, O2- is bonded in a water-like geometry to one Na1+ and two H1+ atoms. In the sixth O2- site, O2- is bonded in a distorted water-like geometry to two equivalent Na1+ and two H1+ atoms.
Materials Data on NaP by Materials Project
NaP crystallizes in the orthorhombic P2_12_12_1 space group. The structure is three-dimensional. there are two inequivalent Na1+ sites. In the first Na1+ site, Na1+ is bonded in a 5-coordinate geometry to five P1- atoms. There are a spread of Na–P bond distances ranging from 2.88–3.02 Å. In the second Na1+ site, Na1+ is bonded in a 6-coordinate geometry to six P1- atoms. There are a spread of Na–P bond distances ranging from 2.94–3.10 Å. There are two inequivalent P1- sites. In the first P1- site, P1- is bonded in a 8-coordinate geometry to six Na1+ and two equivalent P1- atoms. There are one shorter (2.23 Å) and one longer (2.26 Å) P–P bond lengths. In the second P1- site, P1- is bonded in a 7-coordinate geometry to five Na1+ and two equivalent P1- atoms.
Synthetic Accessibility and Sodium Ion Conductivity of the Na8–x A x P2O9 (NAP) High-Temperature Sodium Superionic Conductor Framework
Advancement of solid-state electrolytes (SSEs) for all solid-state batteries typically focuses on modification of a known structural framework to improve conductivity, e.g., cation substitution for an immobile ion or varying the concentration of the mobile ions. Novel frameworks can be disruptive by enabling fast ion conduction aided by different structure and diffusion mechanisms, thereby unlocking optimal conductors with different properties. Herein, we perform a high-throughput survey of a structural framework for sodium ion conduction, Na8–x A x P2O9 (NAP), to understand the family’s thermodynamic stability, synthesizability, and ionic conduction. We show that the parent phase Na4TiP2O9 (NTP) undergoes a structural distortion (with accompanying conductivity transition) due to unstable phonons arising from pseudo-Jahn–Teller mode in the 1D titanium chains. Screening compounds in which Ti is substituted by other metals computationally reveal a number of candidates that are predicted to be low in formation energy and have high predicted ionic conductivities. High-throughput experimental and subsequent methodology optimization trials deliver one new compound, Na4SnP2O9 (NSP). X-ray diffraction (XRD), microscopy, and spectroscopy characterization indicate that the room-temperature structure of NSP is similar to the high-temperature, orthorhombic NTP phase but with some small unresolved structural differences. These uncharacterized structural details are speculated to limit the ion conductivity. Temperature-dependent XRD and electrochemical impedance spectroscopy indicate multiple coupled conductivity–structure transitions at a high temperature. We demonstrate the challenges with synthesis development and a priori identification of promising SSE phases as a major bottleneck in new (energy) materials development.
A piloted simulator investigation of augmentation systems to improve helicopter nap-of-the-earth handling qualities
A piloted simulation study assessed various levels of stability and control augmentation designed to improve the handling qualities of several helicopters in nap-of-the-earth (NOE) flight. Five basic single rotor helicopters - one teetering, two articulated, and two hingeless - which were found to have a variety of major deficiencies in a previous fixed-based simulator study were selected as baseline configurations. The stability and control augmentation systems (SCAS) include simple control augmentation systems (CAS) to decouple pitch and yaw responses due to collective input and to quicken the pitch and roll control responses; SCAS of rate command type designed to optimize the sensitivity and damping and to decouple the pitch-roll due to aircraft angular rate; and attitude command type SCAS. Pilot ratings and commentary are presented as well as performance data related to the task. SCAS control usage and their gain levels associated with specific rotor type are also discussed.
An assessment of various side-stick controller/stability and control augmentation systems for night nap-of-Earth flight using piloted simulation
Several night nap-of-the-earth mission tasks were evaluated using a helmet-mounted display which provided a limited field-of-view image with superimposed flight control symbology. A wide range of stability and control augmentation designs was investigated. Variations in controller force-deflection characteristics and the number of axes controlled through an integrated side-stick controller were studied. In general, a small displacement controller is preferred over a stiffstick controller particularly for maneuvering flight. Higher levels of stability augmentation were required for IMC tasks to provide handling qualities comparable to those achieved for the same tasks conducted under simulated visual flight conditions.
Simulator investigations of side-stick controller/stability and control augmentation systems for night nap-of-earth flight
Several night nap-of-the-earth mission tasks were evaluated using a helmet-mounted display which provided a limited field-of-view image with superimposed flight control symbology. A wide range of stability and control augmentation designs was investigated. Variations in controller force-deflection characteristics and the number of axes controlled through an integrated side-stick controller were studied. In general, a small displacement controller is preferred over a stiffstick controller particularly for maneuvering flight. Higher levels of stability augmentation were required for IMC tasks to provide handling qualities comparable to those achieved for the same tasks conducted under simulated visual flight conditions. Previously announced in STAR as N82-23216
A model for the human's use of visual field cues in nap-of-the-Earth flight
A simple model is developed which describes the manner in which the human pilot may use visual field cues in controlling a vehicle in nap-of-the earth flight. The model is based upon the feedforward of information obtained from streamer patterns in the visual field to the inner-most loop of a multi-loop pilot/vehicle model. In this framework, the model is a logical extension of pursuit and preview models of the human operator which have appeared in the literature. Simulation and flight test data involving low-level helicopter flight tasks are applied to model development and validation.
Directional handling qualities requirements for nap-of-the-earth tasks
A piloted similator experiment designed to investigate directional axis handling qualities requirements for low-speed and hover tasks conducted by a scout/attack helicopter is described. Included were the directional characteristics of various candidate light helicopter family (LHX) configurations. The test also focused on conventional single main/tail rotor configurations where the first-order effects that contribute to the loss of tail rotor control experienced by the OH-58 series aircraft were modeled. Two types of yaw stability and control augmentation systems were implemented: washed-out yaw rate feedback and shaped control input, and a yaw rate command, heading-hold system. The results of the experiment indicate that rotorcraft configurations with high directional gust sensitivity require more yaw damping to maintain satisfactory handling qualities during nap-of-the-earth (NOE) flying tasks. It was also determined that both yaw damping and control response are critical handling qualities parameters in performing the air-to-air target acquisition and tracking task. The lack of substantial yaw damping and larger values of gust sensitivity increased the possibility of loss of directional control at low airspeeds for the tail rotor configurations.
Directional handling qualities requirements for nap of the earth (NOE) tasks
A piloted simulator experiment has been conducted to ascertain the directional axis handling requirements of hover and below 40-kt tasks of a scout/attack helicopter, with attention to such light helicopter configurations as those being considered for the 'LHX' program. Two types of yaw stability and control augmentation system were implemented: one consisted of a washed-out yaw rate feedback and shaped control unit, while the other involved a yaw rate command heading-hold system. Experiment results indicate that rotorcraft configurations with high directional gust sensitivity require greater minimum yaw damping to maintain satisfactory handling qualities in nap of the earth flight. Yaw damping and control response are critical handling qualities parameters in air-to-air target acquisition and tracking.
Some data processing requirements for precision Nap-Of-the-Earth (NOE) guidance and control of rotorcraft
Nap-Of-the-Earth (NOE) flight in a conventional helicopter is extremely taxing for two pilots under visual conditions. Developing a single pilot all-weather NOE capability will require a fully automatic NOE navigation and flight control capability for which innovative guidance and control concepts were examined. Constrained time-optimality provides a validated criterion for automatically controlled NOE maneuvers if the pilot is to have confidence in the automated maneuvering technique. A second focus was to organize the storage and real-time updating of NOE terrain profiles and obstacles in course-oriented coordinates indexed to the mission flight plan. A method is presented for using pre-flight geodetic parameter identification to establish guidance commands for planned flight profiles and alternates. A method is then suggested for interpolating this guidance command information with the aid of forward and side looking sensors within the resolution of the stored data base, enriching the data content with real-time display, guidance, and control purposes. A third focus defined a class of automatic anticipative guidance algorithms and necessary data preview requirements to follow the vertical, lateral, and longitudinal guidance commands dictated by the updated flight profiles and to address the effects of processing delays in digital guidance and control system candidates. The results of this three-fold research effort offer promising alternatives designed to gain pilot acceptance for automatic guidance and control of rotorcraft in NOE operations.
Considerations for automated nap-of-the-earth rotorcraft flight
The authors consider nap-of-the-earth (NOE) rotorcraft flight as one of the applications in which obstacle avoidance plays a key role, and investigate the prospects of automating the guidance functions of NOE flight. Based on a proposed structure for the guidance functions, obstacle detection and obstacle avoidance are identified as the two critical components requiring substantial advancement before an automating guidance system can be realized. The major sources of difficulties in developing these two components are discussed, including sensor requirements for which a systematic analysis is provided.
Optimal guidance with obstacle avoidance for nap-of-the-earth flight
The development of automatic guidance is discussed for helicopter Nap-of-the-Earth (NOE) and near-NOE flight. It deals with algorithm refinements relating to automated real-time flight path planning and to mission planning. With regard to path planning, it relates rotorcraft trajectory characteristics to the NOE computation scheme and addresses real-time computing issues and both ride quality issues and pilot-vehicle interfaces. The automated mission planning algorithm refinements include route optimization, automatic waypoint generation, interactive applications, and provisions for integrating the results into the real-time path planning software. A microcomputer based mission planning workstation was developed and is described. Further, the application of Defense Mapping Agency (DMA) digital terrain to both the mission planning workstation and to automatic guidance is both discussed and illustrated.
Fully automatic guidance for rotorcraft nap-of-the-earth (NOE) flight following planned profiles
Developing a single-pilot, all-weather nap-of-the-earth (NOE) capability requires fully automatic NOE navigation and flight control. Innovative guidance and control concepts are being investigated in a fourfold research effort that will culminate in the real-time piloted simulation of promising alternatives for automatic guidance and control of rotorcraft in NOE operations, thereby providing a practical demonstration for evaluating pilot acceptance of the automated concepts.