The Federal Aviation Administration (FAA) announced significant scheduling changes in an effort to address the issue of fatigue among air traffic controllers. These changes come after an expert panel recommended that controllers have more stable work schedules and consistent time off to reduce the risk of near collisions on US runways.

FAA Administrator Mike Whitaker announced on Friday that there will now be a minimum of 10 hours off between controller shifts, and 12 hours before a controller works a midnight shift. This is a significant change from the current work rules, which allow controllers to be scheduled for duty as little as eight hours after the end of a previous shift.

The decision to implement these changes comes as the FAA is grappling with a significantly understaffed workforce. To fill the shift gaps in towers and centers across the country, controllers have been working excessive overtime, including six-day weeks. However, the scheduling changes have emerged in the wake of yet another near miss incident, where two passenger jets came within 400 feet of colliding on Thursday at Reagan National Airport.

While the FAA did not address the cause of this particular incident or whether controller fatigue played a role, the National Air Traffic Controllers Association (NATCA) considers fatigue to be a serious issue. They expressed concerns that the FAA's proposed changes could further exhaust controllers, leading to coverage gaps in air traffic facilities' schedules.

In a statement, NATCA mentioned that the immediate application of the new rules, coupled with the already understaffed controller workforce, may increase fatigue. They also highlighted that scheduling agreements for this year were negotiated late last year, and rapid changes could disrupt the lives of controllers.

The expert panel, led by former National Transportation Safety Board member Mark Rosekind, recommended the elimination of a scheduling model called "the rattler," which is currently used by seven out of 10 controllers. This model involves working five shifts in four days, with 80 hours off before starting again. The panel did not propose a replacement scheduling model but urged the FAA to consider both schedules and the actual hours worked by controllers.

The report also emphasized the need for increased staffing levels at air traffic facilities to address fatigue risk factors related to overtime and consecutive days or weeks worked. The FAA currently faces a shortage of 3,600 controllers, and their latest budget proposal aims to increase the hiring capacity from 1,800 to 2,000 annually.

Whitaker stated that the 10- or 12-hour window between shifts would be implemented within 90 days, offering time for controllers to rest between shifts. He also mentioned that overtime shifts would continue to be a part of controllers' schedules while the agency works to increase its number of controllers.

A 2001 study cited in the report revealed alarming statistics, with controllers attributing half of their on-the-job mistakes to fatigue caused by their work schedules. Over three-quarters of controllers surveyed admitted to almost dozing off while at work, and one-third reported falling asleep while driving, particularly after the midnight shift that concludes the rattler series of shifts.

Overall, the FAA's decision to implement scheduling changes reflects an acknowledgment of the fatigue risks faced by air traffic controllers. The agency aims to strike a balance between addressing controller fatigue and maintaining operational efficiency while making efforts to bolster its understaffed workforce.