...Human Factors Models Abbie Ijams 4/15/14 PEAR Model – Aviation Maintenance The PEAR model recognizes four things: 1. The people who do the job 2. The type of environment in which they work 3. The actions that are taken 4. The recourses necessary to complete the job People: Most human factors programs are centered around people. They are the least reliable. However, they are necessary. There are four issues when considering the people in human factors. * Physical – physical size, age, strength, and sex. * Psychological – workload, experience, attitude, and emotional state. * Physiological – health, fatigue, lifestyle, and hunger * Psychosocial – interpersonal relations (people skills) Environment: There are two main locations in aviation maintenance – the ramp, hangar/shop and the relationship environment with the rest of the company. The first one can have issues with noise level, temperature, and other physical problems. The organizational factors with the rest of the company, however, has to do with communication, mutual respect, and cooperation. Actions: Human factors programs analyze the actions of individuals and the reasons they make the decisions that they do. Job Task Analysis (JTA) is used to determine what resources, instruction, and tools are needed to perform a task, as well as a person’s skill level and attitude. Resources: There are physical and non-physical kinds of resources. The physical types...
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...Dirty Dozen Twelve of the most common human factors that are related to aircraft accidents or incidents are called the Dirty Dozen. These factors have been identified to affect people and make them to make the poor decisions. The concept of the Dirty Dozen was created in 1993 by Gordon Dupont, he was working for Transport Canada during this time, while he was creating a training program on human factors in aviation. It is now recognized as the foundation of the aviation industries human factor in aviation maintenance. (Adams, 2009) Lack of communication This is one of the more important parts of the Dirty Dozen. Communications are a two way street that has to do with the person who is giving the communications to the person receiving the communications. During verbal instruction it is common the as little as 30% of a message is received. It is safe practice to keep important messages written down so there is not a lack of communications. Some maintenance outfits use log books so that other shifts can refer back to what was done and by who. Verbal messages need to be relatively short with key things being emphasized on. As a person that is getting instructions it is very important no to assume anything and to have things clarified. (Adams, 2009) Distraction Distractions are anything that can take the attention of a person during a task. There are distraction during work that cannot be removed and heave to be worked with. Noises are a key...
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...CHAPTER 2 : LITERATURE REVIEW 2.1 Introduction 5 2.2 Interfacing between Human and Other Elements. 6 2.3 Factors Affecting Performances 6 2.3.1 Fitness and Health 5 2.3.2 Stress 7 2.3.3 Workload 10 2.3.4 Sleep 13 2.3.5 Circadian Rhythms 15 2.3.6 Fatigue & Shift Work 17 2.3.7 Alcohol, Medication and Drug Abuse 23 2.3 FACTOR AFFECTING PERFORMANCE 32 2.4 TYPES OF ERROR IN AVIATION 36 2.5 MANAGING ERROR IN AVIATION 36 CHAPTER 3 : CONTENTS 38 CHAPTER 4 : RECOMMENDATION AND CONCLUSION 42 REFRENCES 43 CHAPTER 1 : INTRODUCTION Errors are the result of actions that fail to generate the intended outcomes. In common with most other complex technical activities, human error is implicated in the majority of aviation-maintenance-related quality lapses, incidents, and accidents. General estimates of this human error contribution have increased over the years, from a low of around 20% in the 1960s to values in excess of 80% in the 1990s. Human error in aviation is somewhat of a sensitive topic due to the recent tragic events of September 11, 2001. The goal of this research is to understand human error in aviation, in order to understand how designing better computer systems can assist in making the aviation industry safer for pilots and passengers, by reducing human error. This paper does not attempt to address accidents caused by cowardly acts...
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...ATSB TRANSPORT SAFETY REPORT Aviation Research and Analysis Report – AR-2008-055 An Overview of Human Factors in Aviation Maintenance Alan Hobbs Ph.D. December 2008 ATSB TRANSPORT SAFETY REPORT Aviation Research and Analysis Report AR-2008-055 Final An Overview of Human Factors in Aviation Maintenance Alan Hobbs Ph.D. - iii - Published by: Postal address: Office location: Telephone: Facsimile: E-mail: Internet: Australian Transport Safety Bureau PO Box 967, Civic Square ACT 2608 62 Northbourne Ave, Canberra City, Australian Capital Territory 1800 020 616; from overseas + 61 2 6274 6440 Accident and incident notification: 1800 011 034 (24 hours) 02 6247 3117; from overseas + 61 2 6247 3117 atsbinfo@atsb.gov.au www.atsb.gov.au © Commonwealth of Australia 2008. This work is copyright. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this material in unaltered form (retaining this notice). However, copyright in the material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau. Please direct requests for further...
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...The Human Factor in Aviation Maintenance Kenneth L. Arrington Embry-Riddle University Abstract Aviation maintenance professionals have earned high levels of technical skills training associated with their profession, however research in a number of industrial sectors indicate that up to 80% of accident causes can be attributed to a breakdown in human interaction. Human error cannot be eliminated it is essential fact of the human condition (Maddox, 1998). Maintenance professionals will always try to avoid making errors. Unfortunately, even the most highly trained and motivated professionals will make mistakes, however, with suitable understanding of the human factor and appropriate training, professionals can mitigate the consequences of errors. The human factor component of aviation maintenance can be grouped in four general categories: 1. Effective training for technicians and inspectors; 2. On the job safety of maintenance workers; 3. Human error that compromises public safety; and 4. Overall cost of maintenance errors. The Human Factor in Aviation Maintenance Aviation is an industry where mistakes mean lives are at risk. Airplanes have become more complicated and sophisticated in their evolution within the past 50 years. Maintenance technicians must continuously update their proficiency and knowledge in airplane repair because of the enormous differences in new and old aircraft that are presently in use (Maddox, 1998). Aviation maintenance...
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...Human Factors Analysis and Classification System Abstract As aircrafts become more reliable over the years, humans have progressively become more of a causal factor in aviation accidents. Thus, being able to analyze an accident from a human factor perspective is of paramount importance. However, a proper framework of accident analysis is necessary to address the complex and often nebulous nature of human error. The Human Factors Analysis and Classification System Maintenance Extension (HFACS-ME) is one such framework that serves as an accident investigation and data analysis tool. This article will analyze how HFACS-ME is used from an applied perspective and demonstrate its utility using case studies. Human Factors Analysis and Classification System Maintenance Extension The Human Factors Analysis & Classification System (HFACS) was originally developed to analyze and classify human errors and other factors contributing to aviation incidents. HFACS combines features from Heinrich’s “Domino Theory” and Edward’s “SHEL Model” as well as Reason’s model to uncover factors that contribute to accidents (Schmidt, J. Lawson, D., n.d.). The Maintenance Extension of HFACS termed HFACE-ME was created to address aviation maintenance related incidents and facilitates the recognition of defective or absent defenses at four levels namely, Unsafe: Management Conditions, Maintainer Conditions, Working Conditions, and Maintainer...
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...Aviation Maintenance from A Manger’s Perspective Lisa A. Williams Embry Riddle Aeronautical University Management 203 Christopher Urdzik April 26, 2015 Abstract This paper explores aviation maintenance from a Manager’s perspective. There are various governing bodies that control or oversee how maintenance is performed on a routine basis for commercial aircraft. The main governing body that is discussed here is the FAA. Also discussed is the required training of the Airframe and Powerplant mechanic and how management can be assured that mechanics are qualified to release aircraft after performing maintenance certifying these aircraft are safe to fly. Also, in this paper, the attempt is made to show where mechanics need ongoing training to assure management that the mechanic is trained on new technologies that are developed and used in commercial and corporate aviation. The answers are not mapped out by the FAA or training programs so it is up to the company to be sure that the mechanic is made aware of these new technologies through FAA study groups that managers can attend and brief technicians on new developments. Human error cannot be eradicated it is indispensable fact of the human behavior (Maddox, 1998). Although, aviation maintenance managers have acquired high levels of technological skills training related to their profession, the above statement from Dr. Michael Maddox is true in regards to human error. Research in the industrial...
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...Influence of time pressure on aircraft maintenance errors TAKAHIRO SUZUKI, TERRY L. VON THADEN, WILLIAM D. GEIBEL University of Illinois at Urbana Champaign Introduction Even though proper maintenance is crucial for aviation safety, tracing the effect that human error in maintenance operations has on accidents and incidents remains a difficult task. According to a UK Civil Aviation Authority study (2003), maintenance and inspection deficiencies ranked fourth (12%) as a factor in aviation accidents overall. Other studies have described that as technology has improved, aviation accidents attributed to mechanical failures alone have decreased, yet those attributed to human error have not shown the same reduction (Wiegmann & Shappell, 2003). Aircraft maintenance requires high reliability and is an important concern in the human factors realm for several reasons. On the one hand, automation, which has reduced flight crew workload, does not apply in maintenance operations (Reason & Hobbs, 2003). On the other hand, maintenance tasks generally access critical areas where human errors lead to serious consequences (Reason, 1997). From a human factors perspective, in the current competitive environment of commercial aviation, occupational opportunities relating to aircraft maintenance technicians (AMTs) are declining. While oil prices soar, fares remain low due to competition (Bond, 2008). Employing fewer technicians and making turnaround at the airport gate shorter are...
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...Human Factors has been a crucial part of the aviation industry for some time now. The reputations of Airlines are depended on the safety that they provide in order for the passengers to feel secure during the flight without any problems. But the modern world still experiences the hard ship of dealing with human factors that affect the pilot in control hindering decision making as well as the ability to act quicker resulting in accidents occurring. It is known that 70% of fatal accidents are related to human factors, of which 20% is fatigue. It is evident that fatigue is a major implement in accidents occurring with the loss of passengers and money in airlines, which is why they are a concern in the aviation industry. The question that most pilots have to face when they have been involved in an accident is whether the accident was caused by a human error or a mechanical failure, most being human errors and this essay will be based on the concept of fatigue as well the risks and management that can be supported to improve this human factor. There are two types of fatigue if it was to be categorised: Physical fatigue and mental fatigue. Physical fatigue is when the individual experiences lack of strength within himself, such as lifting objects where the muscles are fatigued. On the other hand, mental fatigue is to do with the mind not physically such as the level of consciousness decreases as time goes resulting in decrease in attention. This can be dangerous when a task that needs...
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...The Dirty Dozen The company I work for is very big on human factors, as we all have to go through training for it when we first get hired on. And one specific part of human factors they focus on is the aviation "Dirty Dozen". I bring this up because it is a large part of what the Safety Management System (SMS) uses when investigating an aircraft maintenance damage incident. The aviation Dirty Dozen are: fatigue, stress, complacency, communication, awareness, distraction, lack of knowledge, teamwork, lack of resources, pressure, lack of assertiveness, and norms (The Dirty Dozen, n.d.). I have been involved in an incident (or two) myself, and when I talked to the SMS investigator, they literally went down the list of the Dirty Dozen and asked me if I had any issues with any of the conditions. They understand that the employees are human, and are prone to conditions that cause mistakes. I'm not saying that the Dirty Dozen is a fail-safe excuse for an incident, but it gives the investigator the human factor condition(s) that might have played a role, instead of just blaming the employee for the aircraft incident. This allows the investigator to make a fully informed decision on what the proper course of action is following the incident. I have seen thousands of dollars in aircraft damage and good mechanics be reprimanded from verbally to termination. The Dirty Dozen. (n.d.). Retrieved January 14, 2014, from...
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...year 2010 to 2012, ground operation incident involving aircraft has cost the United Kingdom (UK) aviation industry an estimate of US$ 20 Million. It is estimated that each incident involving traditional aircraft (mainly metallic structure) would cost the Aircraft Operation (AO) close to US$ 1 Million in expenditure and if the aircraft is assumed to be of high composite ratio, the cost of each incident increase by 50% to US$ 1.5 Million. Do note that this cost does not include damage to the facilities, equipment, or vehicles. Which mean the overall cost could be higher than the estimate. If damage were assumed in all ground operation incident report, the estimated cost would increase 3.5 times. And with high composite ratio aircraft becoming the norm, the cost could spiral upward in excess of more than 5 times. Thus, it is important these ground operation incidents are reduced. Ground operation incident, occurs primarily due to human errors. Possible common reasons include insufficient training, complacency and environmental factors. There are also no detailed legislations in place to regulate the industry, unlike Maintenance Repair Overhaul (MRO) organisations, which is governed by the Civil Aviation Authority (CAA) of UK. Since human errors aren’t a new problem, many researches have been conducted in the past. There are systems developed to address the issue of human error. However, these systems, namely Safety Management System (SMS) and Fatigue Risk Management...
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...Ergonomics, human engineering or human factors engineering is the science of creating products or designing machines which maximize safety, comfort or efficiency of people who use them. People who work with ergonomics apply general principles of industrial engineering, psychology, anthropometrics, which is the science of human measurement, and even biomechanics to adapt certain designs of products or workplaces to peoples constitution, strengths and limitations. This science also takes into consideration peoples reactions and the amount of time they need to process a specific task or information received from their environment, as well as the capacity of dealing with certain psychological factors, mainly stress and isolation. Once a study about a certain group of peoples reactions to their environment has been made, people who design with ergonomics attempt to develop the best possible design for a system or product. Ergonomists view people and a the object or machine they will use as a sole unit, and the ergonomic approach to design blends the persons abilities with those of the machine. When designing one must take into account the several limitations of both the mechanical and the human factor involved in a certain workspace. Human beings need to rest or experience less stress when realizing a certain task or they will spend their energies quickly and begin making mistakes when working, they are also subject to illness, accidents and the need of rest. The...
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...Design principles Unit 2 Learning outcomes • Introduce concepts of usability and user experience • Understand fundamental design principles • Develop – awareness of how to apply them in design – Critical ability to evaluate other people design 2 Usability • “Extent to which a product can be used by specified users to achieve specified goals with effectiveness, efficiency and satisfaction in a specified context of use.” – ISO 9241-11:1998 Ergonomic requirements for office work with visual display terminals (VDTs) -- Part 11: Guidance on usability. 3 Usability • Usability is a quality attribute that assesses how easy user interfaces are to use. • Five quality dimensions: – Learnability: How easy is it for users to accomplish basic tasks the first time they encounter the design? – Efficiency: Once users have learned the design, how quickly can they perform tasks? – Memorability: When users return to the design after a period of not using it, how easily can they reestablish proficiency? – Errors: How many errors do users make, how severe are these errors, and how easily can they recover from the errors? – Satisfaction: How pleasant is it to use the design? – http://www.useit.com/ 4 Usability • Quality = absence of problems – discover usability problems and reduce their frequency and severity. – It can be measured – Objective data (performance data derived by behavioural data, user observations) – Subjective data (self-report, questionnaire...
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...by labor and management. Three examples are examined to explain the use of the model, understand construction site’s accidents and identify what prevention efforts should be performed. To identify the root causes of accidents, the existing construction accident investigation procedures should be combined with ARCTM which adopts both Contemporary Accident Causation Models and Human Error Theories. Then, ARCTM should be adopted as a tool to prevent the construction accidents. 1) Accident Causation Models Accident causation models are used to improve the industrial accident prevention programs. These models as Domino Theory (Heinrich 1959) and Multiple Causation Model (Petersen 1971) indicate that the root causes of accidents relate to both people and management systems. 2) Human Error Theories Human Error Theories can be realized in both Behavior Models as Accident Proneness Theory (Accident 1983) and Human Factor Models as Ferrel Theory (Ferrel 1977). Behavior models show that the main cause of accidents are workers. While the human factors models affirm that the main cause of accidents is human error. 3) ARCTM: Construction Model ARCTM is the outcome of developing and integrating number of the previously mentioned models. This model pictures the main three root causes of accidents: unsafe conditions, worker response to unsafe conditions, and worker unsafe acts. Accident Investigations Using ARCTM If accident occurs, ARCTM should be used by investigator after...
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...April 3, 2016 C H A P T E R 3 Evaluation Methods Learning Objectives 1. Recognize differences between evaluation methods and how they support the human factors design cycle 2. Design formative and summative human factors studies 3. Understand representative sampling and the implications for study design and generalization 4. Design an experiment considering variables that are measured, manipulated, controlled, and cannot be controlled 5. Interpret results and recognize the limitations of a study 6. Identify the ethical issues associated with collecting data with human subjects 1 April 3, 2016 PURPOSE OF EVALUATION 3 TIMING AND TYPES OF EVALUATION 5 LITERATURE REVIEW, HEURISTIC EVALUATION, AND COGNITIVE WALKTHROUGHS USABILITY TESTING COMPREHENSIVE EVALUATION AND CONTROLLED EXPERIMENTS IN-SERVICE EVALUATION 5 7 8 9 STEPS IN CONDUCTING A STUDY 10 STUDY DESIGN 11 ONE FACTOR WITH TWO LEVELS ONE FACTOR WITH MORE THAN TWO LEVELS MULTIPLE FACTORS BETWEEN-SUBJECTS DESIGN WITHIN-SUBJECT DESIGNS MIXED DESIGNS SAMPLING PEOPLE, TASKS, AND SITUATIONS 13 13 13 14 14 14 15 MEASUREMENT 15 DATA ANALYSIS 16 ANALYSIS OF CONTROLLED EXPERIMENTS ANALYSIS OF DESCRIPTIVE STUDIES 16 17 DRAWING CONCLUSIONS AND COMMUNICATING RESULTS 18 STATISTICAL SIGNIFICANCE AND TYPE I AND TYPE II ERRORS STATISTICAL AND PRACTICAL SIGNIFICANCE GENERALIZING AND PREDICTING ...
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