HF course for Aviation personnel training

Aviation personnel training

1. MODULE-9A HUMAN FACTORS GENERAL SUB MODULE-9.1 LEVEL-2 B1.1 & B2

2. GENERAL The need to take human factors into account; Incidents attributable to human factors/human error; Murphy's Law

3. T he study of human capabilities and limitations in the workplace. Human factors researchers study system performance. HUMAN FACTORS

4. There are many definitions available. Some authors refer to the subject as ‘human factors’ and some as ‘ ergonomics ’(study of people in working environment) . Some see “human factors” as a scientific discipline and others regard it as a more general part of the human contribution to system safety.

5. Although there are simple definitions of human factors such as: Fitting the man to the job and the job to the man

6. That is, they study the interaction of maintenance personnel, the equipment they use, the written and verbal procedures and rules they follow, and the environmental conditions of any system. The aim of human factors is to optimize the relationship between maintenance personnel and systems with a view to improving safety, efficiency and well-being”.

7. Thus, human factors include such attributes as: • human physiology; • psychology (including perception- the ability to see, hear, or become aware of something through the senses . , cognition- the mental action or process of acquiring knowledge and understanding through thought, experience, and the senses. , memory, social interaction, error, etc.); • work place design; • environmental conditions; • human-machine interface; • anthropometrics (the scientific study of measurements of the human body).

8. Human conditions such as fatigue, complacency, and stress with many other conditions are called human factors. Human factors directly cause or contribute to many aviation accidents.

9. THE NEED TO TAKE HUMAN FACTORS INTO ACCOUNT Aviation safety relies heavily on maintenance. When it is not done correctly, it contributes to a significant proportion of accidents and incidents.

10. Some examples of maintenance errors may include parts installed incorrectly, missing parts, or necessary checks not being performed .

11. It is universally agreed that at least 80% of maintenance related incidents involve human factors. If they are not prevented and their causes detected, they can caus e injuries, wasted time, and even accidents.

12. The need to take human factors into account Aviation safety relies heavily on maintenance. The mistakes of an AVIATION MAINTENANCE TECHNICIA(AMT) can be more difficult to detect. It is apparent that anticipated or abnormal medical conditions influence the AMT work. The consequences from normal aging or abnormal medical conditions are classified as LMEC-LATENT MEDICAL OR ENVIROMENTAL CONDITIONS .

13. THE PEAR MODEL OF HF IN MAINTENANCE. HF can be divided into 4 main topic area using PEAR. People – who do the job Environment- in which they work Actions- they perform Resources- necessary to complete the job.

14. The Dirty Dozen refers to twelve of the most common human error preconditions or conditions that can act as precursors to accidents or incidents . These twelve elements influence people to make mistakes. The following case studies reference some of the Dirty Dozen factors that contributed to accidents:

15. THE LIST: Lack of communication 2. Distraction 3. Lack of resources 4. Stress 5. Complacency 6. Lack of teamwork

16. 7. Pressure 8. Lack of awareness 9. Lack of knowledge 10. Fatigue 11. Lack of assertiveness-confident and forceful behavior 12. Norms-(unwritten policy)normal way

17. The SHEL Model It can be helpful to use a model to aid in the understanding of human factors, or as a framework around which human factors issues can be structured. A model which is often used is the SHEL model, a name derived from the initial letters of its components:

18. Software (e.g. maintenance procedures, maintenance manuals, checklist layout, etc .) • Hardware (e.g. tools, test equipment, the physical structure of aircraft, design of flight decks, positioning and operating sense of controls and instruments, etc.); • Environment (e.g. physical environment such as conditions in the hangar, conditions on the line, etc. and work environment such as work patterns, management structures, public perception of the industry, etc.); • Liveware (i.e. the person or people at the centre of the model, including maintenance engineers, supervisors, planners, managers, etc.).

19. Since Liveware is at the centre of the model , all other aspects (Software, Hardware and Environment) must be designed or adapted to assist his performance and respect his limitations. If these two aspects are ignored, the human - in this case the maintenance engineer - will not perform to the best of his abilities, may make errors.

20. As with many incidents and accidents, involved a series of human factors problems which formed an error chain. If any one of the links in this ‘chain’ had been broken by building in measures which may have prevented a problem at one or more of these stages, these incidents may have been prevented.

21. Incidents and Accidents Attributable To Human Factors / Human Error 70% of all aircraft accidents were attributable to man’s performance, that is to say human error Maintenance and inspection deficiencies 12%

22. Murphy’s Law “ There is a tendency among human beings towards complacency. The belief that an accident will never happen to “me” or to “my Company” can be a major problem when attempting to convince individuals or organizations of the need to look at human factors issues , recognize risks and to implement improvements

23. Murphy’s Law “Murphy’s Law” can be regarded as the notion: “If something can go wrong, it will.” Graves law: if you make something idiot proof , the world will create a better idiot.