Human Factor in Aviation Maintenance Essay

AbstractIn the aviation industry, gay wrongdoing is consider as a major ingredient in almost aviation accidents. victuals labor movements that argon make knocked out(p)ed incorrectly or are overlooked by concern ring would cause human shifts. Examples of human err onenessousnesss in maintenance are installation of incorrect separate, essential checks non creation performed and failed to install wanted parts. Among all aviation-related threats, errors made by maintenance crew are more difficult to detect and brook the potential to cover dormant, affecting the safe operation of aircr astern for longer duration. Although maintenance crews are trustworthy for their actions, organization problems also contri exclusivelyed to the threat of maintenance errors. Since it is not possible to kick the bucket all maintenance errors, introducing safety device care systems (SMS) to aviation organizations base encourage identify hazards and manage risk.Human factors issues in a viation maintenanceMaintenance tasks may be carried out in confined spaces, at heights, at a lower place burning heat or in freezing cold and strike of all, it is also visiblely demanding. Good communication, coordination, clerical and focusing skills are require to perform well in this environment. Fault analysis and rectification grant to be solved quickly in order to minimize change of mind snip. In addition, there would be latent emotional stress on maintenance personnel whose reverse has been involved in aviation accidents. thus far unlike aircrafts, humans do not come with a rig of instructional manuals that helps us to understand their performance and capabilities. Each and every item-by-item varies in many an(prenominal) sorts, hence one will never cognize how one maintenance task attributed to errors. Aviation industries become aware of many unpredictable accidents coming from human errors due to different contributing factors (Refer to code 1 for a graphical illustration on human error vs contributing factors) (Takahiro S, Terry L, William D, 2008)and have taken steps to implement rub or control measures. Factors contributing to human errors in maintenanceStatistics have shown that 80% of errors are contributed due to human errors dapple the remaining character is due to mechanical or new(prenominal) failures. (Refer to telephone number 2 for a graphical illustration on human error contribution percentile) ( strategical curriculum plan, 2007) There is also a breakdown showing which typewrite of maintenance activities having higher rate of human errors. (Refer to Table1, Frequency of Human error vs Type of maintenance activity) (Goldman, 2002)The Pear ModelFour important human factors of the Pear Model (Refer to convention 5 for graphical illustration) are plurality who do the job, environment in which they survey, actions they perform and resourcesnecessary to complete the job. peopleHuman factors schedule focus on people who perform the work and attend to physical,physiological, psychological and psychosocial factors. Organization essential focus on individuals,their physical capabilities, mental state, cognitive size and circumstances that may affect their interaction with others. Factors like each person s size, age, eyesight, strength, endurance,experience, motivation and certification trites must be taken into consideration before eachperson is tasked to work. sufficient breaks and rest periods must be cateredto ensure eachperson is not overload. Organization should encourage more teamwork and communicationsbetween colleagues so that work accomplished will be safe and efficient. Offering educationalprograms on wellness and fitness can help encourage good health and help trim back sick leave.Hence, a good human factors program will consider all the limitations of humans and designs thejob accordingly.Environment tangible study in the hanger/shop and organization environment are environmentsthat are focused on human factors program. Conditions like temperature, lighting, noise control,cleanliness, humidity and workplace design are considered physical environment. Cooperation,mutual respect, culture of the organization, communication, leadership, divided up goals and sharedvalues are important factors in an excellent organizational environment.ActionsThe standard human factors approach to identify skills, knowledge andattitudes toperform each task in a given job is called Job Task abridgment (JTA). It helps to identify whatinstructions, tools and other resources needed to perform each task. By pursual exactly to theJTA, each worker will be properly practised and each workplace will also has the necessaryequipment and other resources to perform the job.ResourcesResources are viewed from a broad angle, such as anything that is needed to ingest the jobaccomplished. Resources that are tangible are test equipment, tools, lifts, computers andtechnical manuals, and so forth. A mount of time given, level of communication among people ofdifferent levels, the weigh and qualifications of staff to complete a job are considered resourcesthat are little tangible. The most important element under resources is to identify the need for redundant resources.Accidents linked to maintenancejapan Airlines Flight 123In August 1985, Japan Airlines escape cock 123 claimed the lives of 520 people when it crashed into a mountain. It was bound for a short line of achievement from Tokyo to Osaka but at the altitude of 24,000ft, the aircraft suddenly lost control due to the failure of the rear pressure bulkhead and caused the whole cabin to nominate a sudden decompression. The impact of the escaping air caused the separation of the vertical stabilizer, rudder, hydraulic lines and four pressurized hydraulic systems. Investigations revealed that the aircraft had encountered a tail strike incident a few years ago. The repair work done on the aft bulkhead did not comply with t he OEM recommended procedure as two doubler plates kinda of a single plate were used to do the splice. (Refer to consider 3 for an illustration of the repair)Eastern Airlines Flight 855On May 5, 1983, Eastern Airlines flight 855 was on a flight from Miami, U.S. to Nassau, Bahamas. The plane carried a total of 172 people. succession making a descend, the low oil pressure standard index finger on the circle round engine lighted up. The flight crew shut-off the center engine and decided to return back to Miami with the remaining two engines. On the way back to Miami, the aircrafts low oil pressure warning indicators for the remaining two engines lighted up followed by flamed out at bottom minutes. Luckily the flight crew managed to re-start the center engine again later the aircraft descended from 13,000ft to 4,000ft without any power. After the aircraft landed safely at Miami airport with one engine, no live loss or injuries were claimed.The investigation board cerebrate the cause of the incident was due to all three magnetic check mark detectors on the engines had been installed without O-rings (Refer to Figure 4 for an illustration of the Chip) causing oil to effluence from the engines during flight. This accident could be avoided if the engineers involved were discipline and carried out the maintenance tasks professionally.British Airway Flight 5390On 10 June 1990, British Airlines flight 5390 was on a flight from Birmingham, England to Malaga, Spain. Suddenly at about 17,300ft, the left windshield on the captains side of the cockpit blew out from the cockpit. The captain was sucked out of his seat with half of his body hanging out of the plane and the other half resting on the flight controls. No lives were lost on this flight, but the captain suffered frostbite, bruising, andfractures to his right arm, left thumb and right wrist while flight attendant who aided the captain suffered a dislocated shoulder, frostbitten face and some frostbite damage to his left eye. Investigators found that the maintenance manager who worked on the windscreen had used incorrect bolts during a windscreen repair. Other issues highlighted were failed to check tolerance specification of the bolts, staffing shortage during night shift, parts storage and involvement of supervisors in hands-on maintenance work.Safety focusing SystemsA safety management system (SMS) is a systematic way to managing safety, policies, procedures, accountabilities, and including the necessary brass sectional structures. The objective of a Safety Management System is to tin a structured management approach to control safety risks in operations. Therefore in order to have an effective safety management, the musical arrangements specific structures and processes related to safety of operations must be taken into account. safety management requires planning, organising, communicating and providing direction.The first step of the SMS progession begins with tantrum the org anisational safety policy. It lay outs the strategy for achieving acceptable levels of safety within the organisation and defines the principles upon which the SMS is built and operated. In order to mitigate and limit risk during operations in the designed processes, safety planning and execution of safety management procedures are needed.Only with these controls in place, quality management techniques then can be utilised to ensure the intended objectives are met by deployment of safety assurance and if fail, evaluation processes are needed to provide continuous montioring of operations and for identifying areas of safety improvement. Furthermore, SMS also provides the organisational framework to set up and encourage the maturement of a positive safety culture.Finally, the implentation of SMS provides the organisations management a structured set of tools to meet their respomsibilites for safety defined by the regulator. lastAviation industries have realized that it is not possibl e to entirely turn away maintenance errors but to take an approach to identify, correct and minimize the consequences of those errors. And with the implementation of SMS, hazards could be identify and risks could be control. In conclusion, all these human factor studies help aviation industries to make continuous improvement and implementation of solutions to reduce maintenance errors.ReferencesStrategic program plan. (2007, August 01). Retrieved from http//libraryonline.erau.edu/online-full-text/human-factors-in-aviation-maintenance/StrategicProgramPlan.pdf Takahiro Suzuki, Terry L. Von Thaden, William D. Geibel. (2008). Influence of time pressure on aircraft maintenance errors. Informally published manuscript, University of Illinois, Retrieved from http//www.aviation.illinois.edu/avimain/papers/ look for/pub_pdfs/miscconf/AAvPA_suzuki_final.pdf Micheal E. Maddox. (2007). Human factors. Daytona Beach, FL 32114 Embry-Riddle aeronautic University. Retrieved from http//libraryonline .erau.edu/online-full-text/human-factors-in-aviation-maintenance/ sentinel/chapter1.pdf LindaWerfelman. (2008, April). Working to the limit. AeroSafety World, 3(4), 14-18. Retrieved from http//flightsafety.org/aerosafety-world-magazine/past-issues/aerosafety-world-april-2008 Colin G. Drury. (2007). Establishing a human factors/ergonomics program. Daytona Beach, FL 32114 Embry-Riddle Aeronautical University. Retrieved from http//libraryonline.erau.edu/online-full-text/human-factors-in-aviation-maintenance/guide/chapter2.pdf Hobbs, A. Australian Transport Safety Bureau, (2008). An overview of human factors in aviation maintenance (AR-2008-055). Retrieved from Australian Transport Safety Bureau website http//www.atsb.gov.au/media/27818/ar2008055.pdfSKYbrary. (2013, family 14). Safety Management System. Retrieved from http//www.skybrary.aero/index.php/Safety_Management_System James T. Burnette. (2007). Workplace safety. Embry-Riddle Aeronautical UniversityDaytona Beach, FL 32114. Retrie ved from http//libraryonline.erau.edu/online-full-text/human-factors-in-aviation-maintenance/guide/chapter3.pdf Micheal E. Maddox. (2007). Shiftwork and scheduling. Daytona Beach, FL 32114 Embry-Riddle Aeronautical University. Retrieved from Micheal E. Maddox. (2007). Facility design. Daytona Beach, FL 32114 Embry-Riddle Aeronautical University. Retrieved from http//libraryonline.erau.edu/online-full-text/human-factors-in-aviation-maintenance/guide/chapter5.pdf James Reason. (2007). Human error. Daytona Beach, FL 32114 Embry-Riddle Aeronautical University. Retrieved from http//libraryonline.erau.edu/online-full-text/human-factors-in-aviation-maintenance/guide/chapter14.pdf FAA. (2012). Human Factors. Retrieved from http//www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/AMT_Handbook_Addendum_Human_Factors.pdf Terrell N. Chandler. (2007). Training. Daytona Beach, FL 32114 Embry-Riddle Aeronautical University. Retrieved from http//libraryonline.erau.edu/online-full-tex t/human-factors-in-aviation-maintenance/guide/chapter7.pdfFigure 1. Human error vs contribute factors. (Takahiro S, Terry L, William D, 2008)Figure 2. Human error contribution percentile. (Strategic program plan, 2007)Table 1. Frequency of Human error vs Type of maintenance activity. (Goldman, 2002)Figure 3. Comparison of the correct and incorrect method of the doubler plate repair. (Hobbs, 2008)Figure 4. Location of O rings on magnetic chip detector. (Hobbs, 2008)Figure 5. The PEAR Model (FAA, 2012)