Translated from ‘De Standaard’ of 26/10/2026

Three in Four Pilots Experience Microsleeps at the Controls: “Fatigue Must Be Recognised as a Safety Risk”

You certainly don’t want a pilot taking the controls of an aircraft while tired. Yet one in four European pilots say they sometimes fly even when they are too fatigued to do so safely. “We don’t want drunk pilots, but we don’t want fatigued pilots either.”

The European Cockpit Association (ECA), which represents pilots across Europe, surveyed around 7,200 pilots about fatigue at work last summer. The findings reveal that almost a quarter of pilots continue flying even when they are too fatigued. Nearly 77% admitted to experiencing one or more microsleeps during flights in the four weeks preceding the survey, either briefly falling asleep or struggling intensely to stay awake.

“These are worrying findings,” says Cédric De Weerdt, a cargo pilot and spokesperson for the Belgian Cockpit Association (BeCA). “When you are extremely fatigued, the effects can resemble those of alcohol intoxication. We don’t want drunk pilots, but we don’t want fatigued pilots either. For decades, the aviation industry has focused on improving the technical safety of aviation, but far too little attention has been paid to the human factor, including pilot fatigue. We really want to emphasise that fatigue must also be treated as a safety risk.”

The ECA report also highlights the lack of adequate action. Just over half of the pilots believe that fatigue risks at their airline are managed either “poorly” or “rather poorly”. Only 12% of pilots trust their airline’s fatigue reporting system, while just 11% have seen fatigue reports lead to operational changes.

Low-Cost Airlines

The reluctance to report fatigue reveals a great deal about working conditions in the aviation industry. Many pilots fear disciplinary measures or losing their jobs, or worry that their colleagues will have to bear the consequences of their fatigue.

It is no coincidence that the survey was conducted during the summer, when workloads are at their highest.

“These are periods when pilots work extremely long days, often with highly irregular schedules. This leads to cumulative fatigue.”

Another important indicator is the refusal to accept so-called commander’s discretion, which allows flight duty periods to be extended due to unforeseen circumstances.

There are significant differences between European countries in this respect. The Netherlands and Germany perform best, while Malta and Ireland score considerably worse.

Ireland also ranks near the bottom on several other indicators. It is the country where Ryanair, Europe’s largest low-cost airline, is headquartered. The company does not exactly have the best reputation when it comes to staff relations, as became apparent during the pilots’ strikes in 2023.

“Part of the fatigue problem lies with low-cost airlines,” says De Weerdt. “At these airlines, extending flight duty periods is no longer an exceptional measure but has become standard practice. Seventy percent of pilots fear negative consequences if they refuse such an extension. This means that already long working days become even longer, resulting in further fatigue and associated safety risks.”

Belgium performs relatively well on most indicators. Most pilots know how to report fatigue, and only 21% fear a negative reaction from their employer, compared with 75% in Ireland and 73% in Malta.

De Weerdt also believes Belgium is doing relatively well.

“We have a good tool for reporting fatigue, and when fatigue is identified during a flight, an additional overnight hotel stay is arranged. EASA, the European Union Aviation Safety Agency, leaves much of the follow-up and oversight to individual Member States. However, not all countries implement European regulations equally effectively.”

Drowsiness Warning Systems

Does this mean we have to wait for an accident before the problem is properly addressed?

“We don’t want to draw a direct link between fatigue and accidents. Above all, we want to sound the alarm and encourage aviation authorities across European Member States to take action. If you want to make aviation safer, this is an area that deserves attention.”

Interestingly, the cargo sector, in which De Weerdt himself works, appears to perform better.

“Fatigue is actually a bigger problem in cargo aviation because we work extremely irregular hours, with frequent schedule changes and night flights. However, the cargo sector pays more attention to safety and fatigue management, which could perhaps serve as an example for the passenger airline sector.”

Many modern cars now feature systems that warn drivers when they begin to nod off. Could similar technology be introduced in aircraft?

“In the longer term, there is certainly potential for such technology,” says De Weerdt. “The only problem is that we are still flying aircraft designed in the pre-AI era. Some systems already trigger an alarm if no cockpit controls have been touched for twenty minutes.

“But unlike a smart car, which might suggest pulling over to the side of the road, an aircraft obviously cannot simply stop mid-flight. That is why fatigue needs to be addressed before a pilot even takes off.”