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The Operator’s Manual for Human Factors in Maintenance and Ground Operations 2
PRELUDE
In 2005 the Federal Aviation Administration (FAA) worked with industry representatives to
complete the Operator’s Manual for Human Factors in Aviation Maintenance (Op’s Manual). That
manual earned broad U.S. and international acceptance. A Spanish and Chinese translation
influenced its international distribution and value. The Op’s Manual won the FAA Administrator’s
Award for Use of Plain Language. Document design, simplicity, and concise delivery of technical
information were the key features that made the Op’s Manual useful for maintenance and
engineering personnel. In 2008, the FAA and industry published an encore manual dedicated to
airport operations.
This new 2 nd
Edition of The Operator’s Manual for Human Factors in Aviation Maintenance
follows the same successful format as the 1 st Edition. Selected chapters of the 1
st Edition are
substituted with chapters more relevant to today’s aviation maintenance challenges. Repeated
chapters are significantly enhanced. As with the 1 st Edition, contributors remained disciplined to
keep the information concise and limited to only relevant information.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations 3
ACRONYMS
A4A Airlines for America (formerly Air Transport Association of America; Air Transport Association (ATA))
AC Advisory Circular
AMT Aviation Maintenance Technician
ASAP Aviation Safety Action Program
ASRs Aviation Safety Reports
ASRS Aviation Safety Reporting System
ATA Air Transport Association
CAMI Civil Aerospace Medical Institute
CASA Civil Aviation Safety Authority
CAST Commercial Aviation Safety Team
CFR Code of Federal Regulations
CRM Crew Resource Management
DAH Design Approval Holders
EASA European Aviation Safety Agency
FAA Federal Aviation Administration
HF Human Factors
HFACS-ME Human Factors Analysis and Classification System – Maintenance Extension
FRM Fatigue Risk Management
FRMP Fatigue Risk Management Plan
FRMS Fatigue Risk Management System
IATA International Air Transport Association
ICA Instruction for Continued Airworthiness
ICAO International Civil Aviation Organization
LMEC Latent Medical or Environment Conditions
LOI Letter of Investigation
LOSA FAA Maintenance and Ramp Line Operations Safety Assessment
MEDA Maintenance Error Decision Aid
MRO Maintenance Repair and Overhaul
MxO Maintenance Engineering Organization
NASA National Aeronautics and Space Administration
NTSB National Transportation Safety Board
OEM Original Equipment Manufacturer
OSH Act Occupational Safety and Health Act
The Operator’s Manual for Human Factors in Maintenance and Ground Operations 4
OSHA Occupational Safety and Health Administration
REDA Ramp Error Decision Aid
ROI Return on Investment
SMS Safety Management System
UK CAA United Kingdom Civil Aviation Authority
The Operator’s Manual for Human Factors in Maintenance and Ground Operations 5
TABLE OF CONTENTS
INTRODUCTION .......................................................................................................................................... 7
Why Use the Operator’s Manual? ......................................................................................................... 8
Key References and Links .................................................................................................................. 10
HAZARD IDENTIFICATION ...................................................................................................................... 11
1.1 Why Hazard Identification Is Important ....................................................................................... 12
1.2 How to implement a Hazard Identification process ................................................................... 13
1.3 How to Know the Hazard Identification Processes Are Working ............................................. 15
1.4 Key References and Links ............................................................................................................ 16
PROCEDURAL COMPLIANCE AND DOCUMENTATION ....................................................................... 18
2.1 Why a Procedural Compliance Program Is Important ............................................................... 20
2.2 How to Implement a Procedural Compliance Program.............................................................. 20
2.3 How to Know the Procedural Compliance Program Is Working ............................................... 22
2.4 Key References and Links ............................................................................................................ 22
HUMAN FACTORS TRAINING – EVOLUTION AND REINFORCEMENT ................................................ 24
3.1 Why Human Factors Training Is Important ................................................................................. 25
3.2 How to Implement a Human Factors Training Program ............................................................ 26
3.3 How to Know Human Factors Training Is Working .................................................................... 27
3.4 Key References and Links ............................................................................................................ 28
FATIGUE RISK MANAGEMENT ............................................................................................................... 29
4.1 Why Fatigue Risk Management Is Important .............................................................................. 29
4.2 How to Implement a Fatigue Risk Management Program ......................................................... 31
4.3 How to Know if the Fatigue Risk Management Program Is Working ....................................... 32
4.4 Key References and Links ............................................................................................................ 32
HUMAN FACTORS HEALTH AND SAFETY PROGRAM ......................................................................... 34
5.1 Why a Human Factors Health and Safety Program Is Important .............................................. 35
5.2 How to Implement a Human Factors Health and Safety Program ............................................ 35
5.3 How to Know if the Human Factors Health and Safety Program Is Working .......................... 37
5.4 Key References and Links ............................................................................................................ 37
CONSIDERING HUMAN FACTORS ISSUES IN DESIGN AND INSTALLATION .................................... 39
6.1 Why Considering Human Factors Issues in Design and Installation Is Important ................. 40
6.2 How to Consider Human Factors Issues in Design and Installation ........................................ 41
6.3 How to Know That Your Consideration of Human Factors Issues in Design and Installation Is Working .................................................................................................................. 43
6.4 Key References and Links ............................................................................................................ 43
The Operator’s Manual for Human Factors in Maintenance and Ground Operations 6
6.5 Related Regulations ...................................................................................................................... 44
MEASURING IMPACT AND RETURN ON INVESTMENT ....................................................................... 45
7.1 Why Measuring Impact and Return on Investment Is Important .............................................. 46
7.2 How to Calculate Return on Investment on Human Factors and Safety Programs ............... 47
7.3 How to Know that Impact Measurement and Return on Investment Are Working ................. 48
7.4 Key References and Links ............................................................................................................ 48
ACKNOWLEDGMENTS ............................................................................................................................ 50
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Introduction 7
INTRODUCTION
This manual recognizes that readers already
know the importance of human factors — a
science that pays attention to physical,
psychological, and other human attributes to
ensure that we work safely and efficiently with
minimal risk to others and equipment. The
chapters discuss seven critical human factors
topics that contribute to the goal of creating
and reinforcing a safety culture where employees practice safe habits, both at work and at home.
Seven Human Factors Topics
Hazard Identification
Procedural Compliance and Documentation
Human Factors Training – Evolution and Reinforcement
Fatigue Risk Management
Human Factors Health and Safety Program
Considering Human Factors Issues in Design and Installation
Measuring Impact and Return on Investment (ROI)
The references, by design, are few and limited to those providing the most relevant information.
Chapters have identical format and include:
1. Chapter topic introduction
2. Why the topic is important
3. How to implement the program component
4. How to know the program component works
5. Key references and links
Operational data and practical experience from the U.S. and other countries are the basis of the
seven critical topics. The International Civil Aviation Organization (ICAO), the U.S. Occupational
Safety and Health Administration (OSHA), Airlines for America (A4A), Transport Canada, United
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Introduction 8
Kingdom Civil Aviation Authority (UK CAA), the European Aviation Safety Agency (EASA), the
International Air Transport Association (IATA), and information from other entities contributed to
this manual. The seven contributors to this manual have worked in aviation maintenance,
medicine, and engineering for an average of 35 years. The contributors characterized the seven
topics and related steps discussed in this manual as “information they wish they had known years
ago.”
These straightforward suggestions provide the key components for setting up and/or overseeing
successful human factors programs that will benefit your company, business partners, external
customers, employees, and the entire industry. The suggestions will also help to ensure
compliance with human factors regulations, as appropriate. Keep in mind the following points
when using this manual:
These are seven topics, from many, that a maintenance human factors program may
consider.
Topics are not necessarily in order of importance.
Apply any or all of the topics; however, they should be coordinated.
Base your human factors activity on the identified requirements and resources of your
organization. One size does not fit all.
The role of company leadership, with labor representation, is critical in establishing and
sustaining a human factors program.
Supplement this operator’s manual with additional references as necessary.
Human factors programs are a critical part of your safety management system and
corporate safety culture.
Why Use the Operator’s Manual?
You may ask, “What is in it for me?” Below are some of the many reasons for using the
information in this manual.
ICAO Safety Management System (SMS) standards and the evolving regulations are
requiring programs to collect the proactive and predictive data offered by voluntary
reporting systems (see Chapter 1).
A 2007 European Aviation Safety Agency (EASA) Safety Analysis and Research study
analyzed all worldwide commercial aircraft accidents from 1990 to 2006 and found that
in 8% of the accidents, the primary cause was maintenance (see Chapter 1).
A summary of multiple airlines and maintenance, repair, and overhaul (MRO)
organizations shows that challenges from technical publications and company
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Introduction 9
procedures are in the top four most reported events from FAA’s Aviation Safety Action
Program (ASAP) (see Chapter 2).
The #1 factor for which FAA initiates Letters of Investigation (LOI) and takes
administrative actions on AMTs is failure to follow written procedures as defined in
Advisory Circular (AC) 43.13-1 (A&B) (see Chapter 2).
The National Aeronautics and Space Administration (NASA) reports that, from 2010 to
2013, approximately 83% of maintenance Aviation Safety Reports (ASRs) was related
to technical publications and other written company procedures (see Chapter 2).
Training is a critical part of every aviation industry position. Halldale Publishing
estimates that the annual expenditures on all training equipment, services, and
personnel exceeds $500 billion USD (see Chapter 3).
Training is inevitability the top intervention for identified organization risk reduction (see
Chapter 3).
Human Factors training is instrumental in fostering a positive safety culture and serves
to introduce the workforce to concepts related to risk assessment, voluntary reporting,
event investigation, and peer-to-peer support (see Chapter 3).
One study found that fatigue costs employers more than $136 billion USD per year in
health-related lost productivity and that the majority (84%) of the costs related to
reduced work performance (see Chapter 4).
According to operational data collected in a maintenance organization, individuals
working 16-hr days or longer were four times more likely to be involved in a personnel
injury incident/accident than an individual working an 8 hr day (see Chapter 4).
Changes in the workforce are perceptible with 19% of the current workforce over age
55 years and 27% in the obese weight category (see Chapter 5).
Telephone interviews using the U.S. Census Occupational Code systems show that the
occupation “aircraft engine mechanics” ranked 48th in mortality among 206
occupations included in the census (see Chapter 5).
The National Business Aircraft Association Safety Committee has made pilot
adjustment to advanced avionics systems one of its top focus areas for 2014. 1 Proper
installation and attention to human factors issues is an important contribution to the
safety goal (see Chapter 6).
Inspection Authorization certificate holders and FAA Aviation Safety Inspectors (ASIs)
have expressed the need for human factors guidance for avionics and other appliance
installations and approvals during discussions in Inspection Authorization renewal
workshops (experience from authors Johnson and Brys) (see Chapter 6).
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Introduction 10
When not driven by regulation, human factors programs and other safety interventions
demonstrate an impact on cost and other safety-related performance measures (see
Chapter 7).
Since 2010, industry has applied the FAA Return on Investment (ROI) procedures and
software to demonstrate positive return on safety interventions that have reduced
ground damage, affected worker communication, streamlined the application of
technical manuals for cabin crew, reduced rework and equipment damage by changing
procedures, and more (see Chapter 7).
FAA/Industry surveys in 2010 and 2014, identified “Establishing the Value of Human
Factors” among the top 5 challenges related to maintenance human factors. 2,3
Key References and Links
1. National Business Aviation Association. http://www.nbaa.com
2. Johnson, W.B. (2010). Maintenance Human Factors Leaders Workshop Proceedings.
Retrieved from:
http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/roi/mx_hf
_wrkshop_proceedings_final_report_with_cover_reduced.pdf
3. Avers, K.E., Johnson, W.B., Banks, J.O., & Wenzel, B. (2014). The Transition from
Event Reports to Measurable Organizational Impact: Workshop Proceedings Report.
Retrieved from: http://ntl.bts.gov/lib/51000/51600/51649/201405.pdf
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 11
HAZARD IDENTIFICATION Chapter 1 Maggie J. Ma, Ph.D., CHFP Systems Engineer, Maintenance Human Factors Commercial Aviation Services, The Boeing Company William L. Rankin, Ph.D. Technical Fellow, The Boeing Company (Retired)
Airline and MRO Safety Management Systems (SMS) have advanced rapidly in the past decade.
Conceived by the International Civil Aviation Organization (ICAO) and put into practice through
regulation by the national aviation authorities, SMS will soon be a standard requirement for airlines
around the world. Airlines will be required to implement SMS in various organizations within the
airline, including the Maintenance and Engineering function, while national aviation authorities are
passing regulations requiring maintenance organizations to implement an SMS as well.
One of the major components of an SMS is Risk Management. Risk Management requires that
safety of flight hazards be identified, that the hazards be assessed for risk, and that unacceptable
risk be mitigated to acceptable levels.
A hazard is a potential source of harm; for example, a condition, object, or activity with the potential
of causing injuries to personnel, damage to equipment or structures, loss of materials, or reduction
of the ability to perform a prescribed function. Because an SMS is regulated by national aviation
authorities, these hazards relate specifically to safety of flight. However, many airline maintenance
and engineering organizations also include hazards related to personal injury, equipment damage,
and environmental damage in their SMS. Risk is defined as the hazard consequence severity times
the probability of attaining that severe a hazard consequence.
An SMS recommends three approaches in identifying safety hazards (see Figure 1):
1. Reactive approach—investigation of accidents, incidents, and events.
2. Proactive approach—active identification of safety hazards through the analysis of the
organization’s activities, using tools such as mandatory and voluntary reporting systems,
safety audits, and safety surveys.
3. Predictive approach—capturing system performance as it happens in real-time during
normal operations such as observations of AMT performance during a heavy check.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 12
Figure 1. Three Complementary Approaches for Hazard Identification
In the previous version of the Operator’s Manual (2006), this chapter was entitled “Event
Investigation.” However, because of the movement to implement SMS in the industry, and because
event investigation is only one of three important hazard identification approaches, this updated
chapter in the Operator’s Manual update will discuss all three hazard identification approaches.
1.1 Why Hazard Identification Is Important
A. Hazard identification is part of a major component of an SMS.
B. Incorrectly performed maintenance, due to workplace hazards, has been the second
leading primary cause (after pilot error) of commercial aircraft hull-loss accidents over the
past several decades.
a. A European Aviation Safety Agency (EASA) Safety Analysis and Research study,
which analyzed all worldwide commercial aircraft accidents from 1990 to 2006, 10
found that in 8% of the accidents, maintenance was the primary cause.
b. Maintenance was the primary causal factor of 3% of global fatal accidents between
2002 and 2011. 11
c. The International Air Transportation Association Safety Reports (IATA) from 2003 –
2008 found that incorrectly performed maintenance was causal (either as a primary
cause or an initial link in the accident chain) in 20% to 40% of the worldwide aircraft
accidents for those years. 12
d. Maintenance events counted as an average of 10% of threats that led to 432
aircraft accidents between 2009 and 2013. Maintenance Operations, including
Standard Operating Procedures and Training Systems, were found to be a latent
condition for 8% of the 338 non-fatal accidents worldwide between 2009 and
2013. 12
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 13
Threat: Any condition that increases the complexity of the operations, and, which, if not managed properly, can decrease safety margins and lead to errors. Latent condition: Conditions present in the system before the accident and triggered by various possible factors.
C. The Flight Safety Foundation estimates that 27,000 ramp accidents and incidents, one
per 1,000 departures occur worldwide each year. The injury rate is 9 per 1,000
departures. Ramp accidents cost major airlines worldwide at least $10 billion USD a year.
D. Hazard identification programs help identify and communicate hazards or factors
contributing to errors and violations to create corrective actions and prevent future
events.
E. Hazard identification programs, such as event investigation, are a primary requirement
for identifying and communicating human performance issues within an organization.
1.2 How to implement a Hazard Identification process
The three different hazard identification processes may be owned and maintained by different
functions within the Maintenance and Engineering organization. Reactive processes are often
owned by Quality Assurance, although they can also be owned by a safety department or
production. Proactive processes are often owned by Quality Assurance and Safety. Predictive
processes are often owned by production. However, all of them have some basic requirements for
implementation.
A. Select a manager/department to be responsible for the process.
B. From the very beginning, ensure that the program is a cooperative endeavor of labor,
management, and, if appropriate, the regulator. Obtain the buy-in and participation of
frontline employees because they are a valuable asset in discovering hazards (see
Figure 2).
C. Write the policies and procedures needed to implement the process.
D. Develop and implement a reasonable, consistently applied, company disciplinary policy
and/or implement a Just Culture.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 14
Figure 2. The Iceberg of Ignorance
1.2.1 Reactive Hazard Identification Processes
A. Select an investigation process, like the Boeing Maintenance Error Decision Aid (MEDA),
that systematically determines the hazards or contributing factors to events, and, based
on these findings, allows the organization to develop and monitor a comprehensive fix.
B. Select and train all investigators—management as well as labor—in a consistent manner
to minimize interpretation differences later. Invite/encourage regulatory inspectors to
attend such training sessions.
C. Identify screening criteria to determine which events will be investigated.
D. Establish a team to review the investigation findings and to select areas for improvement.
E. Inform all personnel on the status of improvements in progress. Use newsletters,
company/labor websites, crew meetings, and posters to demonstrate and remind
everyone that the process is working and somebody is actually tracking the progress.
F. Create a database for documenting investigation information and measures of change.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 15
1.2.2 Proactive Hazard Identification Processes
A. Develop a voluntary hazard reporting process where hazards can be reported via paper
and pencil, telephone call in, and the company intranet.
1. Guarantee confidential or anonymous non-punitive reporting.
2. Use callbacks to get more hazard information from the reporter.
3. Let the reporter know what is being done to address the hazard that was reported.
B. Consult applicable guidance on other voluntary reporting systems, such as the Federal
Aviation Administration’s (FAA’s) Aviation Safety Action Program (ASAP), and implement
the process.
1.2.3 Predictive Hazard Identification Processes
Maintenance and Engineering organizations already use some predictive hazard identification
approaches, including engine condition monitoring and a reliability program. However, Maintenance
and Engineering organizations are encouraged to implement a predictive behavior observation
program like Maintenance Line Operations Safety Assessment (LOSA).
A. Determine areas of need for targeted LOSA observations and carry them out. LOSA can
also be a general, non-specific, observation.
B. From the observations, select behaviors that need improvement (e.g., use of calibrated
equipment).
C. Implement interventions to change the selected behaviors.
D. Carry out more observations to determine whether the behaviors have changed. Repeat
process.
1.3 How to Know the Hazard Identification Processes Are Working
1.3.1 Reactive Hazard Identification Processes
A. Events are investigated to find the hazards (contributing factors), and corrective actions
are developed to reduce the likelihood of future occurrences.
B. Deviations from existing procedures are uncovered during the investigations, and they
are corrected.
C. The number of events caused by human performance decreases.
D. The operator saves time and money by decreasing interruptions to revenue flights,
rework, personal injuries, and equipment damage.
1.3.2 Proactive Hazard Identification Processes
A. Employees are using the hazard reporting processes.
B. Hazards are being assessed for risk, and unacceptable risk is being mitigated.
C. The employees are being informed on the disposition of their hazard reports.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 16
D. Employees are voluntarily reporting performance issues through ASAP or equivalent
program.
E. Acceptance and growth of the fair-but-accountable safety reporting culture (“just” culture).
1.3.3 Predictive Hazard Identification Processes
A. LOSA has been implemented and is finding hazards (workplace performance issues) that
need to be addressed, as well as recognizing positive behaviors to be showcased in
training.
B. Interventions have been implemented to manage identified threats and errors.
C. Observations have shown that the interventions were successful in changing employee
behavior in a positive manner.
1.4 Key References and Links
Reactive Hazard Identification Processes
1. MEDA User’s Guide
(http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/med
a_users_guide_updated_09-25-13.pdf) ([email protected] and 425-237-6982)
2. MEDA form
(http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/med
a_results_form_revl.pdf)
3. Ramp Error Decision Aid (REDA) form
(http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/reda
_results_form_revh.pdf)
4. REDA User’s Guide from
(http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/reda
_users_guide_v-8_september2013.pdf)
5. Human Factors Analysis And Classification System – Maintenance Extension (HFACS-
ME) (www.hf.faa.gov/docs/508/docs/maint_product638b.pdf).
Proactive Hazard Identification Processes
6. FAA Aviation Safety Action Program (ASAP) Policy & Guidance
(https://www.faa.gov/about/initiatives/asap/policy/)
Predictive Hazard Identification Processes
7. FAA Line Operations Safety Assessments (LOSA)
(http://www.faa.gov/about/initiatives/maintenance_hf/losa/)
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 1 17
General
8. FAA SMS (http://www.faa.gov/about/initiatives/sms/)
9. ICAO Integrated Safety Management website
(http://www.icao.int/safety/safetymanagement/Pages/default.aspx)
10. EASA Guidance on Safety Hazard Identification
(http://www.easa.europa.eu/essi/documents/ECASTSMSWG-
GuidanceonHazardIdentification.pdf)
11. UK CAA Global Fatal Accident Review 2002-2011
(http://www.skybrary.aero/bookshelf/books/2403.pdf)
12. IATA Safety Report 2013 (http://www.iata.org/publications/Documents/iata-safety-report-
2013.pdf)
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 2 18
PROCEDURAL COMPLIANCE and DOCUMENTATION Chapter 2 Colin G. Drury, Ph.D. President of Applied Ergonomics Group, Professor Emeritus, State University of New York at Buffalo
All activities in aviation maintenance are governed by a set of rules and a set of procedures
compliant with these rules. Safety depends critically on complying with the rules and following the
procedures. However, we still see “Procedure not followed” with depressing regularity in incident
and accident investigations. Failure to follow instructions was the primary cause of maintenance
errors reported through Boeing’s Maintenance Error Decision Aid (MEDA). 1 This chapter
examines why this problem is so persistent and what you can do to ensure maximum compliance
with procedures.
Procedures exist only as part of a human-controlled system of aviation maintenance. You must
consider all aspects to improve the reliability of procedural compliance by eliminating sources of
error. Compliance with procedures is a function of the:
maintenance system,
human user,
documentation, and
maintenance environment (technical, physical, and cultural)
First, the maintenance system produces and maintains the procedures developed by airframe,
engine and component designers/manufacturers, and procedures modified by the operator to
better suit local conditions. Errors from this system include inaccurate documents and documents
in which the experienced aviation maintenance technician (AMT) will be able to see a “better” but
unauthorized way of performing the task. These errors can be reduced through a well-designed
feedback system from the ultimate user (the AMT or inspector) to the operator’s procedure writers
and, ultimately, to the Original Equipment Manufacturer (OEM) and Design Approval Holders
(DAH). The Federal Aviation Administration’s (FAA’s) Commercial Aviation Safety Team (CAST)
Safety Enhancement task force on the 2001 Alaska Airlines accident (SE-170) recommended
exactly such a feedback system.
Second, the human user of the procedure is easiest but least effective to blame for an incident.
Most AMTs do follow the procedure correctly most of the time. The goal in safety is to replace
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 2 19
“most” with “all.” AMTs do not set out to cause errors but can be led to do so by the system
surrounding them. Even if a procedure looks illogical, the pressure to perform may lead an AMT
to try to complete it anyway, using a known but unauthorized work-around. All of the well-known
stressors on humans such as fatigue, time stress, poor training, and the physical environment of
the task contribute to an increased error rate.
Third, there is the procedure document itself. Research on documentation errors shows that good
documents must have the right content, the right readability, and the right organization. Content
means that the procedure needs to be both accurate and usable. Following the written steps
should lead unambiguously to the correct result for the job. Readability means that the procedure
needs to use unambiguous grammar and terms, and have diagrams that are designed for the
ultimate user. For example, Simplified Technical English 2 is a proven way to reduce
comprehension errors. Organization means that the procedure must fit with how a trained AMT
would perform the task. Making the pattern consistent with actual AMTs’ working habits has been
shown to reduce errors. 3 Well-designed documentation is critical to ensuring that the procedure
specified by the documentation is followed reliably.
Finally, there is the technical, physical, and cultural environment within which the maintenance is
performed. Much maintenance and inspection work takes place at night and, at times, outside.
Any procedure must be robust enough to work reliably under environmental challenges. The
cultural environment can also put adverse pressure on procedural compliance if the culture
emphasizes, “getting the job done” ahead of compliance. The safety culture affects the proper
use of procedures and other technical documentation.
With so many potential sources of procedural compliance errors, it should be a matter of industry
and regulator pride that so few slip through our error-proofing barriers to become damage or
accidents. However, “Procedure not Followed” has been demonstrated repeatedly to be a major
contributor to incidents, from the UK in 2004, to recent events in the U.S. (see NTSB /AAR-13/01
PB2013-103890 regarding Sundance helicopter). Good documentation design will help: a 1998
study showed that all of the errors arising from one work card occurred where guidelines for good
documentation were not met. 4 Later studies have shown that the same design principles apply to
both paper documents and to computer/smartphone-based documents. Any program to improve
procedures should include documentation design to improve procedural compliance.
Robust: A process, system, organization, etc. able to withstand or overcome adverse conditions.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 2 20
2.1 Why a Procedural Compliance Program Is Important
A. FAA’s annual count of the highest number of administrative actions against AMTs is
related to “failure to comply with maintenance instructions,” as specified in Parts 43.13-
1 sections related to General Aviation and Airliner maintenance.
B. A 2012 government/industry Chief Scientist and Civil Aerospace Medical Institute
(CAMI) workshop 5 rated “Technical Instructions” as the number one maintenance
human factors challenge.
C. Documentation-related errors were reported in approximately 83% of National
Aeronautics and Space Administration (NASA) Aviation Safety Reporting System
(ASRS) maintenance reports, from 2010-2013.
D. It is widely accepted that maintenance documentation errors rank as the number one
error reported to the FAA Aviation Safety Action Program (ASAP).
E. The basis of any maintenance safety system is the assumption that all personnel will
follow approved procedures.
F. If the operator cannot guarantee that procedures are followed, then the level of safety
in the system cannot be assured to the operator, regulator, and traveling public.
G. With higher levels of procedural compliance come increased levels of personal safety
and pride in the work accomplished.
H. A well-designed procedural compliance program, which goes beyond mere punishment
of those who make the errors, is a cost-effective way to ensure that “Procedure not
Followed” is no longer a cause for concern for the operator, regulator, or traveling
public.
I. A procedural compliance program is an excellent way to improve the quality of
documentation throughout the organization, leading to documents designed specifically
for the ultimate user.
J. The Industry-Government Commercial Aviation Safety Team (CAST) task force SE-170
has highlighted the importance of communicating documentation clarity issues between
maintenance organizations and those who write the procedures.
2.2 How to Implement a Procedural Compliance Program
A. Develop and communicate a company policy that specifically states that personnel
must follow all company and regulatory authority policies, processes, and procedures
at all times. Further, they must report difficulties using technical documentation.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 2 21
B. Understand how the procedures are derived, written, validated, used, and modified.
This involves not just reviewing how the system should work but validating procedures
with maintenance personnel who perform the work in an operational setting.
C. Review the written procedures against the many Web-available guidelines for good
procedure and pay attention to procedure modifications tied to different levels of user
experience.
D. This can often be such a lengthy process that some users ignore it and continue to use
deficient procedures. Follow the guidelines, established in Air Transport Association
(ATA) Specification 119 6 and FAA technical report on SE-170,
7 to work within
organizations and with equipment suppliers to modify unclear or incorrect technical
instructions. .
E. Investigate any “Procedure not Followed” cases by conducting a root cause analysis
and by asking why the user thought that the best course was to deviate from the
procedure. Implement a Just Culture policy so that punishing the user is reserved for
the rare cases where there was intent to cause harm to the system. Asking why will
lead to ways to improve the system so that procedures are a better fit to the user and
the environment.
Perhaps the most difficult, but potentially most productive, change to influence procedural
compliance is to modify the maintenance system so that it becomes less prone to the repeated
errors of “procedure not followed.” AMT training and improved documentation design are obvious
beneficial changes with obvious costs, but changing the system to respond to end-user difficulties
with procedures is easy to dismiss with a memo to all concerned – which is just as easy for all in
the system to ignore.
One initiative by CAST SE-170 to tackle this problem of changing the system between OEM,
DAH, and end users was mentioned previously in Section 2.1. J and Section 2.2. D. This program
and its associated final report 7 used input from industry and government to make very specific
recommendations on how user feedback can be used to change documents and procedures. SE-
170 started from the complexity of servicing the horizontal stabilizer jackscrew on the MD-83
aircraft, which had led to the 2001 Alaska Airlines accident. It developed five challenges to
Just Culture: A culture in which front line employees are not punished for actions, omissions, or decisions taken by them that are commensurate with their experience and training, but where gross negligence, wilful violations, and destructive acts are not tolerated.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 2 22
improve feedback among all players and recommended actions for OEMs, DAHs, MxOs, ASIs,
and AMTs. The recommendations flesh out Section 2.2 points A through E, but the record
concludes significantly that all of these things have been said before and remain valuable. Many,
including writers and maintenance engineering departments, insist that they already follow the
recommendations; however, reports to the NASA ASRS and through the FAA ASAP suggest
otherwise. AMTs still fail to follow the written documentation every day.
Finally, the AMTs understand how work is conducted on the flight line, in hangars, and in shops,
so the documents must reflect real-world working conditions. AMTs must refuse to accept
instructions that are difficult to understand and use, and they must insist on timely responses to
their recommendations. As that happens, the documentation culture can evolve to one where
AMTs get the job done because of great procedures rather than in spite of the procedures.
2.3 How to Know the Procedural Compliance Program Is Working
A. Rates of incidents, accidents, and regulatory findings all decrease, leading to increased
reliability and system safety.
B. Personnel are escalating reports about poor documentation or inaccurate procedures
so that changes can be made.
C. Maintenance delays and aircraft and equipment damage all decrease.
D. “Procedure not Followed” becomes an increasingly rare finding in error investigations.
E. Audit findings show a high level of procedural compliance.
F. Personal professionalism and satisfaction increase.
2.4 Key References and Links
1. MEDA User’s Guide
(http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/med
a_users_guide_updated_09-25-13.pdf) ([email protected] and 425-237-6982)
2. ASD (2013). ASD Simplified Technical English, Specification ASD-STE100 Issue 6.
3. Pearl, A. & Drury, C.G. (1995). Improving the Reliability of Maintenance Checklists.
Human Factors in Aviation Maintenance—Phase V Progress Report. Washington, DC:
Office of Aerospace Medicine.
4. Drury, C.G. (1998). Case Study: Error Rates and Paperwork Design, Applied
Ergonomics, 29(3), 213-216.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 2 23
5. Avers, K., Johnson, W., Banks, J., & Wenzel, B. (2012). Technical Documentation
Challenges and Solutions in Aviation Maintenance: A Proceedings Report. FAA Office
of Aerospace Medicine, Washington, DC. Technical Report No. DOT/FAA/AM-12/16.
6. Airlines for America (In press, 2014). Air Transport Association Specification 119:
Continuous Monitoring of Maintenance Instructions. Washington, DC: Airlines for
America.
7. FAA (In press, 2014). Aircraft Design—Original Equipment Manufacturer/Design
Approval Holder Continuous Monitoring of Service History Best Practices Task Force.
Final report of Commercial Aviation Safety Team SE-170 Task Force.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 3 24
HUMAN FACTORS TRAINING – Evolution and Reinforcement Chapter 3 William B. Johnson, Ph.D. Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems, Federal Aviation Administration
Maintenance human factors (HF) training, as we know it today, was
introduced around 1989. Continental Airlines followed a format
similar to an existing flight deck initiative called Cockpit Resource
Management training in its early maintenance HF training program. The concept of Cockpit
Resource Management evolved into Crew Resource Management (CRM). In those first few
years, Continental Airlines titled their training “Crew Coordination Concepts,” which later changed
to “Maintenance Resource Management.” Eventually, it evolved into Maintenance Human Factors
training, which is commonly used today. Unlike the early nineties, “human factors” is now a well-
known and understood concept across all aviation occupations. However, it must continue to
evolve to keep pace with the ever-evolving aviation maintenance challenges.
As the concept evolved, so did the training content. Early CRM training focused on worker
communication. Maintenance personnel had to communicate with pilots, pilots with cabin
crewmembers, labor with management, companies with government, and so on. The training
explained communication theory and devoted a lot of time to role-playing about “feeling good”
about yourself and about your co-workers. Some characterized the early CRM training as
“touchy-feely” and not always in tune with the realities of the aviation workplace.
The evolution of HF training was driven in part by senior captains and first officers who helped
training developers to understand the learner requirements to ensure that HF training would
produce increases in safety knowledge and behaviors. The same thing happened in maintenance
HF training. Credentialed, experienced aviation maintenance technicians (AMTs) contributed the
necessary relevancy to the training. That stimulated HF discussions within the maintenance
ranks. Course developers, instructors, and learners recognized the criticality of improving
communication but also realized there were numerous HF challenges.
Human factors training remains as a critical part of a safe and efficient culture. Aviation
authorities have published rules and/or delivered a variety of maintenance training materials (see
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 3 25
Section 3.4). When conducted properly, HF training provides a time to review the fundamentals,
to learn about emerging practices, policies, and challenges, and to renew each worker’s
commitment to the corporate safety goals. Ultimately, HF training teaches workers to remain
vigilant regarding their individual actions and how their actions influence workplace safety.
Knowing and applying HF principles to ensure a safe work culture is like an athlete practicing a
sport through continuing conditioning and repeated proper practice. Similarly, organizations need
to reinforce HF training (see the programs mentioned in this manual). Their commitment to
corporate safety goals may include a formalized and written Just Culture policy, an active
voluntary reporting system, training on and application of risk assessment and risk-based
decision making practices for everyone in the organization; and recurrent HF training (whether or
not for regulatory compliance).
3.1 Why Human Factors Training Is Important
The key reasons HF training is important are listed below. The reasons apply, whether used by a
regulatory aviation safety inspector to interact with engineering, safety, quality, and training
departments, or by individuals within organizations to gain leadership’s commitment to and
investment in an effective HF training program.
A. Human Factors training is instrumental in fostering a positive safety culture. It serves to
introduce (and reinforce) the workforce to concepts related to risk assessment,
voluntary reporting, event investigation, and peer-to-peer support.
B. Human Factors training for the workforce, including leadership, is a critical and cost-
effective first step in identifying methods to recognize, understand, and manage human
performance and related organizational safety issues.
C. There is a return on investment for HF training. It improves work performance and
promotes worker safety and health, which were the basis for the International Civil
Aviation Organization (ICAO) and most national aviation authorities to mandate or
recommend Maintenance Human Factors training.
D. Initial and recurrent Human Factors training that covers new regulations, procedures,
and equipment are opportunities to reinforce awareness of the issues that affect job
performance.
E. Human Factors training can mitigate performance-related safety issues at the forefront
of information reported through voluntary reporting systems like the National
Aeronautics and Space Administration (NASA) Aviation Safety Reporting System
(ASRS) and the Federal Aviation Administration (FAA) Aviation Safety Action Program
(ASAP).
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 3 26
3.2 How to Implement a Human Factors Training Program
Implementing a Maintenance Human Factors training program begins after leadership approval.
Start by determining company goals for the training and identifying department-specific training
requirements. A comprehensive, training development needs assessment is not necessary since
most topics, content, and knowledge-skill levels are already identified industrywide. Integration of
the new training into a system-wide Human Factors plan should increase the return on
investment more than a single course.
A curriculum that covers the training topics listed below enhance your maintainers’ understanding
of and commitment to safe job performance. Training effectiveness will be enhanced by tailoring
the training content for each topic to your organization’s work environment and workforce needs.
Be prepared to continuously evaluate the training against the organizational goals and dynamic
job requirements and adjust accordingly.
Before developing training content: (a) review available training and media materials from other
regulators, like the FAA, TC, CASA, UK CAA, and EASA (see Section 3.4), to capitalize on free
course content and reduce cost and effort; (b) decide on delivery technique for content based on
characteristics of the attendees; and (c) decide on using either an internal or external HF training
provider, and ensure that instructors are qualified--instructor training may be required for internal
personnel.
Here is a sample of materials suggested for a modern HF curriculum from EASA:
General Introduction
Human Performance and Limitations
Social Psychology
Factors Affecting Performance
Physical Environment
Tasks
Communication
Human Error
Hazards in the Workplace
Here is a sample of additional materials suggested by today’s HF Trainers:
Safety Culture and Motivation
The Power of the Individual in Safety Culture
Safety Culture Leadership
Fundamentals Review (PEAR, Dirty Dozen, Swiss Cheese)
Personal Responsibility for Fitness for Duty, especially Fatigue Self-reporting
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 3 27
Technical Publications, Job Cards, Etc.
Professional Ethics and Pride in Workmanship
Additional Physiology
Crew Resource Management (team working between mechanics; between
mechanics and flight crew; and between mechanics, flight operations, and
maintenance control).
SMS Introduction (Risk Assessment and Fundamentals of Threat and Error
Management)
Voluntary Reporting of Error (What to Report)
Emphasize that workers may know the hazards better than management
Peer-to-peer Assessments and Coaching such as Maintenance and Ramp LOSA
How to Use Safety Data
Safety and Cost Return on Safety Interventions (from employee data)
Generation Thinking/Communication
Social Media and Work
3.3 How to Know Human Factors Training Is Working
Key performance indicators are used to determine if your HF training is effective. They must be
measurable, meaningful, and directly linked to the HF training content with predetermined criteria
for success. They should be measured and their trends monitored against expected outcomes.
Key performance indicators typically include individual and organizational-level data that captures
changes in knowledge, attitudes, and performance.
Here are some examples of performance indicators:
Pre- and post-training evaluations and workplace discussions from trainees show
positive trends.
Workforce acceptance/approval of the training experience.
Increase in workforce requests for more/recurrent training.
Workforce exhibits improved safety awareness and safe work practices via
decreases in…
Reduction in the number of HF-related contributing factors found during event
investigations.
Initial increase in reported events because of improved awareness.
Realized return on investment (ROI) (see Section 3.4 for link to calculation
methods).
Continued approval and support from management.
Regulatory program acceptance/approval.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 3 28
3.4 Key References and Links
1. Air Transport Association (in preparation 2015). ATA Specification 104 Guidelines for
Aircraft Maintenance Training. Washington, DC: Air Transport Association.
www.airlines.org
2. Civil Aviation Safety Authority of Australia (2013). Safety Behaviors – Human Factors
for Engineers. Canberra, Australia. (www.casa.gov.au/hf)
3. Federal Aviation Administration Maintenance Human Factors website, Training Section
(www.humanfactorsinfo.com).
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 4 29
FATIGUE RISK MANAGEMENT Chapter 4 Katrina Bedell Avers, Ph.D. Acting Branch Manager, Human Factors Research Federal Aviation Administration
A fatigue risk management (FRM) program is used to
mitigate the effects of fatigue. Conceptually, FRM
serves to inform decisions regarding how to mitigate
fatigue risk. FRM is a personal and professional
responsibility, as it applies to a maintainer as well as an organization. In practice, FRM, be it a
plan, policy, program, or system, contains the processes and procedures (i.e., proactive, reactive,
and predictive) used to maximize personnel alertness and minimize fatigue-related performance
errors that create safety hazards and risk for the maintainer, team/crew members, the public, and
aircraft/equipment. 1
Along with the FAA, the International Civil Aviation Organization (ICAO), 2 the European Aviation
Safety Agency (EASA), Transport Canada, 3 the Civil Aviation Safety Authority (CASA) of
Australia, 4 and worldwide agencies in the aviation, road, and rail transport industries have been
promoting and, in some cases, requiring the use of FRM techniques. Most notably, Section
212(b) of Public Law 111-216, Airline Safety and Federal Aviation Administration Extension Act of
2010 “…requires each air carrier conducting operations under Title 14 of the Code of Federal
Regulations (14 CFR) part 121 …develop, implement, and maintain a Fatigue Risk Management
Plan (FRMP).”
4.1 Why Fatigue Risk Management Is Important
We are a nation of sleep-deprived workers. It is estimated that adults attempt to function on 1 to
1.5 hr less sleep than the recommended 8 hr per night. Human fatigue costs U.S. businesses
more than $136 billion in lost productivity each year; the majority of which (84%) was related to
reduced work performance. 5 The losses do not include cost estimates associated with workplace
injury, insurance claims, damaged aircraft, rework, unwanted events, or accidents.
Consider this:
A. After 16 hr of being awake, our mental ability to perform work-related tasks decreases
to a level consistent with having a blood alcohol concentration of 0.05%.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 4 30
B. After 24 hr of no sleep, mental impairment is consistent with performance deficits
observed at roughly 0.10% blood alcohol concentration.
C. Similarly, individuals operating on a 2-hour sleep debt over 2 weeks (i.e., 6 hr of sleep,
instead of the needed 8 hr for 2 weeks straight) perform similarly to an individual that
has been awake for 16 hr or longer.
D. Operational data collected in a maintenance organization revealed that individuals
working 16-hr days or longer were four times more likely to be involved in a personnel
injury incident/accident than an individual working an 8-hr day.
E. Individuals working 12-hr days were twice as likely to be involved in a personnel injury
incident/accident as an individual working an 8-hr day.
The National Transportation Safety Board (NTSB) first identified personnel fatigue as an aviation
maintenance-critical issue in 1995, stemming from the ValuJet accident in Florida. Since then,
fatigue has continued to gain attention as a maintenance safety risk and, most recently (2013),
was identified by the NTSB as a contributing factor in the Sundance Helicopter crash in Nevada.
Of concern to aviation safety is the finding that maintenance personnel tend to get 3 hr less sleep
per night than is recommended, which is a sleep debt twice the national average. Sleepiness and
fatigue associated with sleep debt is cumulative. This means that losing even an hour of sleep
every other night over the course of a week will produce conditions that negatively affect
performance. Some of the most critical performance errors associated with worker fatigue
include, but are not limited to:
impaired judgment and decision making,
impaired communication skills,
decreased attention span and ability to recall information,
slower reaction times, and
increased risk-taking.
Once you understand the prevalence and effects of fatigue in your organization, you must do
something about it. We cannot overemphasize the importance of managing human fatigue risk in
the aviation maintenance industry. Fatigue risk management enables maintenance organizations
to:
detect fatigue symptoms,
identify fatigue hazards,
assess the associated safety and health risks,
implement fatigue countermeasures,
determine acceptable approaches/tools for mitigating fatigue-related risks, and
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 4 31
create science-based business practices for managing fatigue risks.
4.2 How to Implement a Fatigue Risk Management Program
There is no “perfect” FRMS that is appropriate for all operators. Each operator must develop an
FRMS that is appropriate to its respective environment and fatigue risks. There are general
guidelines on how to develop, implement, and evaluate an FRMS. The idea of an FRMS can be
overwhelming if you try to do everything at once. To be successful, design and implement your
FRMS in phases. If you break the design and development of your FRMS into manageable
phases, you can spread your workload and resource allocations over time. There are many tools
and resources available at “no cost” that you can use as you design and implement your FRMS
(see Section 4.4).
The design and implementation of an FRMS can be done in five phases that mirror the SMS
processes requiring policy development, risk assessment, risk management implementation,
safety assurance, and promotion of SMS. The phases are planning and infrastructure
development, fatigue risk assessment, implementation of fatigue mitigations, evaluation and
continual improvement of FRMS, and FRMS promotion.
The FRMS can be developed as a separate, standalone program, which interfaces with the
organization’s SMS, or it can be implemented as an integral part of the organization’s SMS. 2,6,7
An effective FRMS shares the same building blocks of an FRMS, including: safety reporting,
senior management commitment, continuous monitoring, process for investigation of safety
issues that aim to identify deficiencies rather than blame, sharing information and best practices,
training for operational personnel and involved stakeholders, implementation of standard
operation procedures, and a commitment to continuous improvement.
A. Develop plan and infrastructure. Before you can begin implementing an FRMS, you
must develop a plan and establish an infrastructure that can support the FRMS. In this
phase of development, you will focus on getting senior management commitment,
developing policies and procedures, establishing FRMS documentation procedures,
and conducting a gap analysis. 2,8,9,10,11
B. Conduct risk assessment. Once the infrastructure and timeline are established, you
must identify fatigue-related hazards and make assessments regarding their associated
risks to the organization. You must evaluate the risk severity of a task or operational
condition and the probability that the task or condition is at risk of fatigue.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 4 32
C. Implement FRMS processes. Once the hazard level of a task or operational condition is
established, you can prioritize your FRMS interventions. You must develop
interventions or countermeasures that are appropriate for the hazard level and
implement them in the organization.
D. Evaluate and continually improve FRMS. Once you have completed the infrastructure
development, identified hazards, and implement FRMS processes as interventions, you
must evaluate the effectiveness of your actions. This is a continual process that will
result in revision and refinement of your fatigue risk management system.
E. Promote FRMS. You must promote the FRMS materials to all invested stakeholders
and utilize their feedback in the evaluation and improvement process. Once the FRMS
is operational, you should promote the results of the FRMS to stimulate continued
investment by stakeholders.
4.3 How to Know if the Fatigue Risk Management Program Is Working
Applying FRM strategies has significant worker and organizational benefits related to safety and
health. The documented benefits include, but are not limited to:
improved knowledge of fatigue and fatigue risk management,
improved documentation of fatigue-related accidents/incidents,
reduced fatigue levels,
fewer on-the-job accidents and injuries,
fewer physical illnesses,
reduced absenteeism,
reduced turnover,
reduced morale problems,
reduced insurance premiums,
increased average sleep time and sleep quality, and
improved quality of life.
4.4 Key References and Links
1. Hobbs, A., Avers, K., & Hiles, J. (2011). Fatigue Risk Management in Aviation
Maintenance: Current Best Practices and Potential Future Countermeasures. (Report
No. DOT/FAA/AM-11/10). Washington DC: Federal Aviation Administration Office of
Aerospace Medicine.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 4 33
2. International Air Transport Association (IATA)-International Civil Aviation Organization
(ICAO)-International Federation of Airline Pilots’ Association (IFAPA). (2011). Fatigue
Risk Management Systems: Implementation Guide for Operators; 1st edition.
International Air Transport Association. Available at:
http://www.iata.org/publications/Documents/FRMS%20Implementation%20Guide%20fo
r%20Operators%201st%20Edition-%20English.pdf
3. Transport Canada. (2007). Fatigue risk management system for the Canadian Aviation
Industry. Developing and implementing a fatigue risk management system (TP
14575E). Ottawa, Ontario.
4. Civil Aviation Safety Authority. (2002). Safety Management Systems: Getting Started.
Canberra, Australia: Civil Aviation Safety Authority.
5. Ricci J.A., Chee E., Lorandeau A.L., Berger J. (2007). Fatigue in the U.S. workforce:
prevalence and implications for lost productive work time. J Occup Environ Med.
49(1):1-10.
6. United Kingdom Department for Transport. Fatigue risk management systems: a review
of the literature. (2010). London, UK. Road Safety Research Report No. 110. Available
at: http://assets.dft.gov.uk/publications/fatigue-risk-management-systems-a-review-of-
the-literature-road-safety-research-report-110/rsrr110.pdf
7. Stolzer, A.J., Halford, C.D. & Goglia, J.J. (2008) Safety Management Systems in
Aviation. Hampshire, England, & Burlington, USA: Ashgate.
8. FAA Fatigue Risk Management website. www.mxfatigue.com
9. Fourie, C., Holmes, A., Bourgeois-Bougrine, S., Hilditch, C., & Jackson, P. (2010).
Fatigue risk Management Systems: A review of the literature (Road Safety Research
Report No. 110). London, UK: Department of Transport.
10. Lerman, S., Eskin, E., Flower, D.J., George, E.C., Gerson, B., Hartenbaum, N., Hursh,
S.R., & Moore-Ede, M. (2012). Fatigue risk management in the workplace. J Occup
Environ Med. 54(2): 231-258.
11. Dawson, D. & McCulloch, K. (2005). Managing fatigue as an integral part of a safety
management system. In: Proceedings of Fatigue Management in Transport Operations
Conference; Seattle, WA.
12. Folkard, S. (2003). Work hours of aircraft maintenance personnel (UK CAA Paper
2002/06). West Sussex, UK: Research Management Department, Safety Regulation
Group.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 5 34
HUMAN FACTORS HEALTH and SAFETY PROGRAM Chapter 5 James W. Allen, MD, MPH Occupational and Environmental Health Physician, Owner, Working Healthy Always, LLC
As a worksite, repair stations are subject to the general industry standards contained in the
Occupational Safety and Health (OSH) Act. Since its enactment in 1970, industry has
implemented the OSH Act with programs that focus on workplace safety and personal health.
Consider the OSH hearing conservation standard that mandates employee protections when the
noise levels exceed an action level defined in these standards. To comply with this mandate,
employers have used barriers and enclosures to reduce the noise exposure. This is an example
of a workplace safety initiative, as are guards, interlocking switches, and safety harnesses.
Personal health protections include personal protective equipment such as hearing protections.
As the workforce has changed, a human factors view of a safety and health program has
emerged. Repair stations, like other industries, have recognized that their workforce is now older 1
and heavier. 2 These changes produce conditions where the workforce can comply with the OSH
standards, yet has limitations from natural aging and obesity.
The results are Latent Medical or Environment Conditions (LMEC), which can form a link in an
accident chain. As the first example of LMEC consider an older aviation maintenance technician
(AMT) who is experiencing the natural decline in near vision, called presbyopia, that starts at age
35 years. Visual inspection of an aircraft is an essential element of the AMT’s job. The process of
inspection requires both good visual acuity and a thorough inspection procedure. An LMEC arises
when the AMT’s ability to identify defects accurately fails due to uncorrected presbyopia or
reduced visual fields from the use of bifocals, progressive lenses, or other corrections. Hearing
limitations present another LMEC, since communication is critical for the repair process. The
workforce is becoming heavier (medical term obese) with a corresponding increase in diseases
such as diabetes and musculoskeletal limitations. Consider an overweight AMT with preclinical
Latent Medical or Environment Conditions (LMEC): Physiologic limitations experienced by the AMT that originates from abnormal medical
conditions, normal aging, and occupational exposures.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 5 35
diabetes that limits sensations in the hands and feet. This reduced tactile sensation reduces the
AMT’s ability to use his fingers to feel sizes of screws or make other size estimates. In these
three examples, the AMTs complied with OSH safety and health standards but their older age
and obesity produced identifiable physical limitations. Alone, LMEC do not lead to an active
maintenance error; rather, they form a link in the accident chain. Recognizing these risks as part
of a Safety Management Systems (SMS) provides additional opportunities to break an accident
chain before it leads to a human factors maintenance error. This chapter reviews the human
factors component of a Health and Safety (HF H&S) program. An effectively functioning HF H&S
program limits formation of LMEC, ensures compliance with OSH Act standards, and promotes
the health of AMTs.
5.1 Why a Human Factors Health and Safety Program Is Important
A. Evaluation of well-recognized maintenance error due to human factors have identified
loss of tactile sensation, poor ergonomics, hearing loss, and reduced vision as LMEC
that lead to maintenance incidents.
B. Population studies (Bureau of Labor Statistics, 2006 to 2010) indicate that AMTs have
a rate of non-fatal occupational injuries and illnesses that is nearly twice that of general
industry.
C. Telephone interviews using the U.S. Census Occupational Code systems shows that
the occupation “aircraft engine mechanics” ranked 48th in mortality among 206
occupations included in the census.
D. In 2009, older workers (those greater than 55 years) represented 19% of the U.S.
workforce and are now the nation’s fasting growing segment of the working population.
E. For U.S. workers, 27.7% meet the criteria for obesity.
F. Current estimates for type 2 diabetes in the United States are that 75 million have
preclinical state, and 25 million have progressed to clinical disease.
G. AMTs are experiencing exposure to new LMEC as repair stations transition to repair of
composite structures from repairs that had emphasized metal structures.
5.2 How to Implement a Human Factors Health and Safety Program
A. Complete a self-assessment about the readiness of the repair station to incorporate
workforce health as part of a SMS. Establish that the health of the AMT is an integral
part of air safety, which may be a new concept to many. Through a self-assessment,
the repair station highlights assets and reveals gaps in its understanding of LMEC. The
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 5 36
results of the self-assessment are important in making an informed decision that
identifies participants, goals, objectives, strategies, and plans.
B. Identify leadership within the repair station for the HF H&S program. Leadership is
critical to bringing together individuals, work groups, and divisions that will be needed
to accomplish the task of controlling LMEC.
C. Establish initial organization planning and priority setting. Like any initiative to manage
human factors, controlling LMEC requires organization planning and priority setting.
This step determines what LMEC are important to the repair station. Consider those
that involve seeing, hearing, and tactile sensation.
D. Define existing programs. While smaller repair stations may not have a formal Health
and Safety division, larger facilities certainly do. This step looks at the current Health
and Safety program to identify health-related gaps or needs. The objective is to avoid
duplicating existing capabilities within the repair station.
E. Agree upon a prioritized set of activities. Clearly identify what LMEC the organization
wants to limit. For example, a repair station may have noted an increase in obesity
among the AMTs. One effect of this condition is an increase in diabetes, which is
known to cause nerve damage especially in the hands and feet. Affected AMTs may
have poor sensation in their hands and feet. For this example, this step would result in
a prioritized set of activities that assure AMTs have proper tactile sensation to identify
screw sizes and tools by touch.
F. Select and use measures as performance targets. The purpose of this step is to
improve the health of AMTs by measuring their progress using a specific performance
target. Consider a repair station that desires to limit the LMEC that results in poor
communication. They select a performance measure such as the sound levels in the
hangar. With this measure, an obvious performance target is a sustained 10%
reduction in noise levels in the hanger as measured using a dosimeter two months after
program initiation.
G. Use audience-specific communications. Communicate to AMTs about LMEC, their
origin from unhealthy lifestyles and exposures, and their measure through the SMS.
H. Consider joint reporting through SMS and existing health and safety program. This step
is especially important in repair stations with existing Health and Safety Programs.
Reports about control of LMEC may be compiled with existing reports required by these
programs.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 5 37
I. Consider scalability. If you have success controlling one LMEC, do not stop. Tackle
another one. The goal is to break a chain of events that may lead to an active
maintenance Human Factors event.
J. Plan for sustainability. Just like any other aspect of a SMS, progress must continue.
Active maintenance error can occur anytime. Control of LMEC is one part of a SMS.
5.3 How to Know if the Human Factors Health and Safety Program Is Working
A. Evidence that the leadership of the repair station recognizes that both work-related
factors and health factors jointly contribute to the occurrence of LMEC.
B. Evidence of employee participation in a HF H&S Program.
C. Demonstration that the workforce is knowledgeable about health-related risk factors
that can lead to LMEC.
D. Information specific to the repair station is available on workplace exposures,
demographics of the workforce, and health risks for the workforce.
E. Obvious employee participation in selection of LMEC and methods used for their
control.
F. Evidence of an established working relation with existing Health and Safety programs
at the repairs station.
G. Evidence that age-related training is available to workers with emphasizes of this
training on the age-related loss of visual acuity and hearing.
H. Evidence that interventions to prevent LMEC are promoted, accepted, and supported
by the workforce.
I. Access to the OSHA 300 records for occupational injuries and illnesses submitted to
regulatory agencies.
J. Development of a culture of safety within the workforce.
5.4 Key References and Links
1. Centers for Disease Control and Prevention. (2009). “Nonfatal Occupational Injuries
and Illnesses Among Older workers – Unites States, 2009” Morbidity and Mortality
Weekly, 60(16), 503 – 508.
2. Luckhaupt S.E., Cohen M.A., Jia L.L., & Calvert F.M. (2014). “Prevalence of Obesity
Among U.S. Workers and Associations With Occupational Factors” American Journal
of Preventive Medicine, 46(3), 237-248.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 5 38
3. U.S. Dept. of Labor. “Hearing Conservation” OSHA 3074, 2002 (revised). This
informational booklet provides a generic, non-exhaustive overview of the OSHA
hearing conservation program, 29 CFR 1910.95.
4. U.S. Dept. of Labor. “Forms for Recording Work-Related Injuries and Illnesses” OSHA
2004. This document reviews recording injuries and illnesses on the OSHA 300 form.
5. Commission on Health and Safety and Workers’ Compensation. (2010). “The Whole
Workers, Guidelines for Integrating Occupational Health and Safety with Workplace
Well Programs.” University of California at Berkeley, Davis, and Los Angeles. This
readable booklet provides guidelines for integrating a health and safety program with
workplace health promotion programs.
6. National Quality Forum. “Multistakeholder Input on a National Priority: Improving
Population Health by Working with Communities – Action Guide 1.0, Draft” April 2,
2014, funded by U.S. Department of Health and Human Services. This Guide provides
steps useful to anyone interested improving the health of a group of people such as a
workplace.
7. Lee, D.J., Fleming, L.E., Gomez-Marin, O., LeBlanc, W.G., Arheart, K.L., Caban, A.J.,
Christ, S.L., Chung-Bridges, K., & Pitman, T. (2006). ”Morbidity Ranking of the U.S.
Workers Employed in 206 Occupations: the National Health Interview Survey (NHIS)
1986 – 1994” Journal of Occupational and Environmental Medicine, 48(2), 117 – 134.
8. Hirsch, I.R. “Update on Diabetes” Audio-digest Internal Medicine, 61(13) April 7, 2014.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 6 39
CONSIDERING HUMAN FACTORS ISSUES in Design and Installation Chapter 6 Jason J. Brys Program Manager and Flight Test Engineer, Aircraft Certification Service, Federal Aviation Administration William B. Johnson, Ph.D. Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems, Federal Aviation Administration
Aviation maintenance tasks and working environments vary considerably. The work can range
from a builder/operator/owner of an experimental or light sport aircraft to an aviation maintenance
technician (AMT) working the flight line or hangar for a large Part 121 carrier. Work might range
from tasks requiring no individual AMT certification, to general aviation maintenance, where the
certified AMT returns the aircraft to service. It also includes an airline or maintenance, repair, and
overhaul (MRO) organization, where the return to service is part of the approved maintenance
program, rather than the responsibility of one certified AMT. This list of maintenance tasks is
unlimited; however, there are many characteristics of maintenance work that apply to all
maintenance. Examples include:
Need for useable/understandable technical instructions, including instructions for
continued airworthiness (ICAs) and FAA AC 43.13-1B and AC 43.13-2B.
Requirements under 14 CFR Parts 43 and 21.
AMT and organizational determination to expose poorly written instructions and to
inform responsible parties.
An orderly and logical approach to the maintenance task.
A “sanity check” to ensure that a new or replacement part/component/appliance is not
only mechanically and electrically compliant with the existing hardware, but is also
aligned with the AMTs who must operate and maintain the system.
The willingness to ask for help when an AMT has questions on the tasks being
performed.
This chapter recognizes that an AMT may be the best person to ensure not only for safe physical
installation, but also for alterations made to the aircraft, ensuring selected human-machine issues
are addressed. For example,
Visual access/viewing angles
Readability
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 6 40
Use of color
Glare
Nighttime applications
Panel real estate issues, especially with repeated, piecemeal installations
Integration of new technologies with existing controls and displays
Management of avionics electrical loads during electrical system failures
Reachability in the flight deck
Load-shedding plan in electrical system failure events
Pilot mental and physical workload/attention requirement
The AMT/installer cannot always solve the above sample list of issues. It may be necessary to
consult with system users, local Federal Aviation Administration (FAA) Aviation Safety Inspectors,
test pilots, and human factors specialists from the appropriate FAA Aircraft Certification Office.
Maintenance training requirements are not heavy on system design and human-machine
interaction. However, today’s maintenance personnel must be able to speak up and seek
guidance when there appears to be a human factors issue. This chapter sensitizes readers to
such issues.
6.1 Why Considering Human Factors Issues in Design and Installation Is
Important
A. Before performing any maintenance on aircraft, the installer must understand the
requirements for installing equipment. Depending on the equipment and installation,
there could be a gap between the documentation provided by the manufacturer and the
data required to install the equipment. The equipment may have even been certified
outside the environment in which you are installing (for example, the equipment may
have been certified for a small airplane, but does not meet the requirements for a
helicopter or a transport category airplane). Therefore, it may be incompatible with your
aircraft. The installer is the last sanity/human factors check before the equipment
resumes flight.
B. Original equipment manufacturer engineers, who may not be familiar with your specific
installation, often write installation/repair instructions. If such instructions are not clear,
make it your responsibility to notify the provider, and seek further guidance before
performing the maintenance.
C. While installers are not necessarily human factors specialists, they are responsible for
ensuring compatibility between the equipment and the end user. For the most part, the
installer, to help ensure compatibility, can perform simple, practical evaluations.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 6 41
D. Proper attention to human factors during installation not only helps ensure effective
equipment use but also satisfies the customer and user.
6.2 How to Consider Human Factors Issues in Design and Installation
A. Talk to your customers. Ask them how they are going to use the new equipment. Are
they going to use it all of the time? Do they fly only during the day, nighttime, VFR,
IMC? Knowing how they might use the equipment might help you deliver something
that would meet or exceed their expectations. It will also help meet the expectations of
the equipment designer.
B. Do your homework before starting.
1. Coordinate the plan before buying the hardware.
2. Look at the installation material to identify any questions or concerns with the
installation instructions as they pertain to your pending work.
3. Identify areas that may be affected by your modification. Those could include, but
are not limited to:
a. Ability to:
View
Read
Reach
b. Adequate lighting (day and night). Perform simple lighting evaluations to check
night lighting using a moving blanket to block out light. Then evaluate any
necessary diming features.
c. Use of colors for added annunciators in the flight deck, 14 CFR 23.1322
discusses the proper color use for flight deck alerts.
d. Adequate knowledge for the pilot of the newly installed system. The
manufacturer may provide a recommended Aircraft Flight Manual Supplement
or pilot’s guide.
C. Consider a mock-up or prototype location before you start drilling or cutting holes.
Check the planned installation with the owner/operator, if that is a reasonable option.
However, you may have better experience, so weigh such input carefully.
D. Check for experience of other installers or with FAA personnel who have seen and/or
approved other similar installations.
E. Do your homework and then have confidence in your experience and judgment.
F. Use the following real-life example as a lesson for how human factors should be
considered:
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 6 42
Figure 1. Helicopter with additional equipment installed.
Figure 1 shows a news helicopter in which AMTs found a way to install a large amount of
equipment that the operator of the aircraft wanted installed in the aircraft for testing. How
could an AMT make sure that they install this equipment safely and properly? The first thing
that comes to mind when looking at this installation is pilot compartment view. Could the
customer’s pilot fly the helicopter in all phases of flight and still be able to see other traffic
and obstacles with the equipment mounted in these locations? In addition to this and the
items listed above, consider some other factors:
1. There appears to be an extra interior light for TV lighting. Consider asking yourself
when faced with a similar installation: How will this affect the pilot’s ability to see
the instruments with the potential for additional glare on instruments as well as the
ability to see outside of the airplane? (Tip: When doing interior glare evaluations,
test pilots tend to wear white shirts, because not only do most professional pilots
wear white shirts but also, they typically reflect more light back onto the instrument
panel.) In order to find out, consider putting a dark blanket (moving blanket, large
black felt cloth, or similar) over the exterior windows and evaluating the added
lighting to the flight deck.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 6 43
2. These installations add many flight deck controls for operating radios. Some
appear to be easier to reach than others are. For these specific installations,
consider sitting in the pilot’s seat with the seat restraints fastened and try to reach
all of the radios. Try inputting frequencies. Can you read all of the markings on the
control? Try doing this while moving the flight controls around. Do the cyclic or
collective controls get in the way? Do you have to lean forward in the seat in order
to operate? Will a tall or short person be able to reach equipment from the seat?
3. Are there cautions and warnings associated with the installation? Are the visual
alerts visible to the pilot? Are they visible with the flight controls moved around
through their range of motion? Are there aural alerts? Are they the same volume
as other aural alerts? Can the aural alerts be heard over the engine and other
environmental noise in the flight deck during flight?
4. Do you have enough electrical power and safe wiring for the additional
electronics?
Some of this seems like common sense, especially if you know what you are installing and
how it will be used. However, be sure to take care and consideration so as not to overlook
something. After the installation job is completed, make sure that you take the time to look
at the big picture to double check how everything is working together.
6.3 How to Know That Your Consideration of Human Factors Issues in Design
and Installation Is Working
A. You understand the requirements of installing the equipment and know where you need
additional assistance or additional data to complete the installation.
B. There are fewer customer inquiries/complaints about newly installed hardware.
C. Fewer reworks.
D. Your customers increase their questions and ideas to improve or make other
modifications to improve the aircraft.
E. Increased customer satisfaction.
6.4 Key References and Links
1. Yeh, M., Jo, Y.J., Donovan, C. & Gabree, S. (2013). Human Factors Consideration in
the Design and Evaluation of Flight Deck Displays and Controls. Washington, DC.:
Federal Aviation Administration. November, 2013, Report No. DOT/FAA/TC-13/44.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 6 44
2. Federal Aviation Administration (2013). Installation of Electronic Displays in Part 123
Airplanes. AC 23.1311-1C.
3. Federal Aviation Administration (1998). Acceptable Methods, Techniques, and
Practices- Aircraft Inspection and Repair. AC 43.13-1B.
4. Federal Aviation Administration (2008). Acceptable Methods, Techniques, and
Practices- Aircraft Alterations. AC 43.13-2B.
5. Federal Aviation Administration (2004). Standardized Procedures for Requesting Field
Approval of Data, Major Altercations, and Repairs. AC 43-210.
6. Read the manufacture’s documentation and instructions.
6.5 Related Regulations
The list below focuses on small general aviation airplanes regulations, similar regulations can be
found for Transport Category Airplanes and Normal and Transport Category Rotorcraft.
– 14 CFR 23.143(c)-Control Forces (Strength)
– 14 CFR 23.771-Pilot Compartment (Fatigue, Concentration)
– 14 CFR 23.773-Pilot Compartment View
– 14 CFR 23.777-Cockpit Controls (Reachability, Concentration)
– 14 CFR 23.1322-Warning, caution, and advisory lights (Perception)
– 14 CFR 23.1381-Instrument lights (View ability)
– 14 CFR 23.1523-Minimum Flight Crew (Workload)
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 7 45
MEASURING IMPACT and RETURN ON INVESTMENT Chapter 7
William B. Johnson, Ph.D. Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems, Federal Aviation Administration
The previous chapters of this Operator’s Manual have described
programs and procedures that impact not only safety but also
cost savings and other returns. Returns can include tangible
paybacks to include:
Maintenance Performance (like adherence to production schedules, ground damage,
rework, post maintenance dispatch reliability, etc.)
Operations Performance (like Schedule adherence, gate returns, cancellations, etc.)
Employee Safety (lost time injuries, severity of injuries, etc.) (see Chapter 5))
Human factors (HF) interventions often generate important outcomes that are more difficult to
quantify and calculate. Examples include:
Increased voluntary reporting of events and company follow-up (see Chapter 1)
Increased peer-to-peer assessments and intra-worker coaching (see Chapter 1)
Increased root cause analyses (see Chapter 1)
Increased adherence to procedures and technical instructions (see Chapter 2)
Increased reporting and correction of problems with procedures and technical
Instructions (see Chapter 2)
Evolving HF training based on specific company needs (see Chapter 3)
Increased attention to worker health and safety (see Chapter 5)
Including challenges associated with aging maintenance workforce (see Chapter 5)
Increased management and worker sensitivity to worker schedules and fatigue
management challenges (see Chapter 4)
Expanded consideration of human factors issues in selection and installation of
equipment (see Chapter 6)
Targeted reduction of HF-related unwanted events
Reduction in regulator audit findings in relation to HF programs (effective interventions
are applied as a result of safety investigations)
Increased worker ratings of integration of HF into environment and practices
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 7 46
Specific integration of HF into Safety Management System (SMS) programs
This chapter offers procedures to measure the impact and justify investments in human factors
and other safety interventions. The tools described herein are relevant to other interventions that
have quantifiable value.
The intangibles, listed above, are excellent measures of a Safety Culture. However, airline and
maintenance, repair, and overhaul (MRO) organizations are driven by finance and that cannot be
ignored. In airlines and maintenance organizations, the task of calculating Return on Investment
(ROI) is usually the purview of the corporate finance department. ROI is perceived to be a
“number crunching” task that is outside the responsibility, qualifications, and interest of
operationally oriented maintenance and safety managers. As a result, maintenance and safety
managers can fall short on the language and data to justify new and improved safety
interventions. Regulatory compliance is often the justification for a safety intervention. However,
proactive cost justifications/savings can have immense impact with corporate financial decision
makers.
The ideas presented here help not only measure and justify but also sustain multiple safety and
human factors initiatives by offering a straightforward consideration of ROI.
7.1 Why Measuring Impact and Return on Investment Is Important
A. Human Factors programs and some safety interventions are not mandated by
regulation. Therefore, they must have demonstrable safety and cost impact.
B. Safety and human factors professionals are often asked to “justify” their programs. ROI
offers the means to provide the justification in the financial and safety terms necessary
to convince corporate personnel regarding the safety impact and value of HF and other
safety initiatives.
C. Impact statements and ROI calculations help maintenance and safety managers to
offer a mid- and long-term view of such investments. Benefits from human factors and
other safety interventions are seldom immediate. A long-term sustained program is
necessary to create, foster, and maintain the culture change generated by attention to
human factors issues.
D. Motivation and enthusiasm for programs will continue as long as there is a quantifiable
programmatic impact and financial payback.
E. Sustainable safety and human factors programs should have a plan to collect
measurable impact data to demonstrate ROI.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 7 47
F. The process and software, available from the FAA Maintenance HF website
(www.humanfactorsinfo.com) 5 has successfully demonstrated many ROI calculations in
airline and MRO environments.
7.2 How to Calculate Return on Investment on Human Factors and Safety
Programs
(The information presented in this section has been available on the Federal Aviation
Administration Maintenance HF website (www.humanfactorsinfo.com) 5 since 2009. It has
been successfully applied by numerous airlines and other maintenance organizations since
that time.)
A. Useful cost justifications must be straightforward and easy to understand. ROI
calculation does not require an economist. Maintenance and safety managers are best
qualified for calculating ROI. They are the most knowledgeable of the likely costs,
returns, and schedules that are necessary for an accurate calculation.
B. Use small examples to calculate the return on human factors. Many small
improvements add up and translate to big savings on big human factors projects.
C. Use relevant organizational data from the event investigation system (see Chapter 1).
D. Make ROI part of the discussion topics at maintenance meetings. Encourage ROI ideas
from maintenance/engineering staff.
E. How to calculate an ROI of a specific airport operations-related event:
1. The basic equation for ROI is simple: divide benefit by cost (see Figure 1).
2. Estimate the annual cost of a particular type of event like personnel injury,
equipment, damage, rework, etc. The extent to which events are addressed is called
“Net Returns (Benefit).”
3. Determine the contributing factors to the event and estimate the cost to mitigate
these factors. Keep it simple and call this “Investment (Cost).”
4. Estimate a reasonable “Probability of Success” that the “Estimated Return (Benefits)”
will be successful. Say, for example, that you estimate an 80% “Probability of
Success.” (If you are doing the ROI after-the-fact, then “Probability of Success” is not
necessary.)
5. Multiply “Estimated Return (Benefits)” by “Probability of Success.” The result is the
“Net Returns (Benefit).”
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 7 48
6. Divide (“Net Returns (Benefit)” minus “Investment (Cost)”) by “Investment (Cost).”
This is the ROI.
It may not be possible to achieve a positive ROI (>1.0) within the first year.
Figure 1. Basic equation for ROI
7.3 How to Know that Impact Measurement and Return on Investment Are
Working
A. Discussion about ROI has increased among the ranks of maintenance management.
B. The organization has identified and monitors impact measures like those listed in
Section 7.1.
C. The maintenance organization has conducted no fewer than five ROI calculations in the
previous 12 months.
D. ROI has been used to judge the value of a safety or human factors intervention at least
two times in the past six months.
E. A subgroup of mid-level maintenance managers have emerged as “mentors” for the
ROI process.
7.4 Key References and Links
1. Johnson, W.B. (2013). Show Me the Money - Show Me the Safety: Is that too much to ask?
Presentation to 2013 AVS Workshop on The Transition From Event Reports to Measurable
Organizational Impact. Atlanta, Georgia, June 25 – 26, 2013.
2. Johnson, W.B. & Avers, K. (2012). Calculating Safety ROI. AeroSafety World, November
2012.
3. Johnson, W.B. (2011). Return on Investment on Safety Interventions. Ground Support
Worldwide, October, 2011.
4. Johnson, W.B. (2006). Return on investment in human factors, Civil Aviation Training
Magazine, April 2006. Available at http://hfskyway.faa.gov/2007/ROI_CAT%20Mag.pdf.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 7 49
5. www.humanfactorsinfo.com. The FAA website for maintenance human factors and ROI
software.
The Operator’s Manual for Human Factors in Maintenance and Ground Operations ~ Chapter 7 50
ACKNOWLEDGMENTS The Federal Aviation Administration gratefully acknowledges the following working group members and their organizations for willingly giving their knowledge and time: James W. Allen, MD, MPH Occupational and Environmental Health Physician Owner, Working Healthy Always, LLC Katrina Bedell Avers, Ph.D. (co-editor) Acting Branch Manager, Human Factors Research Federal Aviation Administration Jason J. Brys Program Manager and Flight Test Engineer, Aircraft Certification Service Federal Aviation Administration Colin G. Drury, Ph.D. President of Applied Ergonomics Group, Professor Emeritus State University of New York at Buffalo William B. Johnson, Ph.D. (co-editor) Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems Federal Aviation Administration Maggie J. Ma, Ph.D., CHFP Systems Engineer, Maintenance Human Factors, Commercial Aviation Services The Boeing Company William L. Rankin, Ph.D. Technical Fellow The Boeing Company (Retired) The authors thank S. Janine King, for editorial comment and overall assistance with quality assurance.
- Structure Bookmarks
- Part
- Figure
- INTRODUCTION
- This manual recognizes that readers already know the importance of human factors — a science that pays attention to physical, psychological, and other human attributes to ensure that we work safely and efficiently with minimal risk to others and equipment. The chapters discuss seven critical human factors topics that contribute to the goal of creating and reinforcing a safety culture where employees practice safe habits, both at work and at home.
- Seven Human Factors Topics
- PRELUDE
- In 2005 the Federal Aviation Administration (FAA) worked with industry representatives to complete the Operator’s Manual for Human Factors in Aviation Maintenance (Op’s Manual). That manual earned broad U.S. and international acceptance. A Spanish and Chinese translation influenced its international distribution and value. The Op’s Manual won the FAA Administrator’s Award for Use of Plain Language. Document design, simplicity, and concise delivery of technical information were the key features that made the
- Hazard Identification
- Hazard Identification
- Hazard Identification
- Procedural Compliance and Documentation
- Procedural Compliance and Documentation
- Human Factors Training – Evolution and Reinforcement
- Human Factors Training – Evolution and Reinforcement
- Fatigue Risk Management
- Fatigue Risk Management
- Human Factors Health and Safety Program
- Human Factors Health and Safety Program
- Considering Human Factors Issues in Design and Installation
- Considering Human Factors Issues in Design and Installation
- Measuring Impact and Return on Investment (ROI)
- Measuring Impact and Return on Investment (ROI)
- Figure
- Figure
- Threat: Any condition that increases the complexity of the operations, and, which, if not managed properly, can decrease safety margins and lead to errors.
- Figure
- Figure
- Latent condition: Conditions present in the system before the accident and triggered by various possible factors.
- Robust: A process, system, organization, etc. able to withstand or overcome adverse conditions.
- This new 2nd Edition of The Operator’s Manual for Human Factors in Aviation Maintenance follows the same successful format as the 1st Edition. Selected chapters of the 1st Edition are substituted with chapters more relevant to today’s aviation maintenance challenges. Repeated chapters are significantly enhanced. As with the 1st Edition, contributors remained disciplined to keep the information concise and limited to only relevant information.
- Just Culture: A culture in which front line employees are not punished for actions, omissions, or decisions taken by them that are commensurate with their experience and training, but where gross negligence, wilful violations, and destructive acts are not tolerated.
- Latent Medical or Environment Conditions (LMEC): Physiologic limitations experienced by the AMT that originates from abnormal medical conditions, normal aging, and occupational exposures.
- ACRONYMS
- A4A
- A4A
- A4A
- A4A
- Airlines for America (formerly Air Transport Association of America; Air Transport Association (ATA))
- Airlines for America (formerly Air Transport Association of America; Air Transport Association (ATA))
- Span
- AC
- AC
- AC
- Advisory Circular
- Advisory Circular
- Span
- AMT
- AMT
- AMT
- Aviation Maintenance Technician
- Aviation Maintenance Technician
- Span
- ASAP
- ASAP
- ASAP
- Aviation Safety Action Program
- Aviation Safety Action Program
- Span
- ASRs
- ASRs
- ASRs
- Aviation Safety Reports
- Aviation Safety Reports
- Span
- ASRS
- ASRS
- ASRS
- Aviation Safety Reporting System
- Aviation Safety Reporting System
- Span
- ATA
- ATA
- ATA
- Air Transport Association
- Air Transport Association
- Span
- CAMI
- CAMI
- CAMI
- Civil Aerospace Medical Institute
- Civil Aerospace Medical Institute
- Span
- CASA
- CASA
- CASA
- Civil Aviation Safety Authority
- Civil Aviation Safety Authority
- Span
- CAST
- CAST
- CAST
- Commercial Aviation Safety Team
- Commercial Aviation Safety Team
- Span
- CFR
- CFR
- CFR
- Code of Federal Regulations
- Code of Federal Regulations
- Span
- CRM
- CRM
- CRM
- Crew Resource Management
- Crew Resource Management
- Span
- DAH
- DAH
- DAH
- Design Approval Holders
- Design Approval Holders
- Span
- EASA
- EASA
- EASA
- European Aviation Safety Agency
- European Aviation Safety Agency
- Span
- FAA
- FAA
- FAA
- Federal Aviation Administration
- Federal Aviation Administration
- Span
- HF
- HF
- HF
- Human Factors
- Human Factors
- Span
- HFACS-ME
- HFACS-ME
- HFACS-ME
- Human Factors Analysis and Classification System – Maintenance Extension
- Human Factors Analysis and Classification System – Maintenance Extension
- Span
- FRM
- FRM
- FRM
- Fatigue Risk Management
- Fatigue Risk Management
- Span
- FRMP
- FRMP
- FRMP
- Fatigue Risk Management Plan
- Fatigue Risk Management Plan
- Span
- FRMS
- FRMS
- FRMS
- Fatigue Risk Management System
- Fatigue Risk Management System
- Span
- IATA
- IATA
- IATA
- International Air Transport Association
- International Air Transport Association
- Span
- ICA
- ICA
- ICA
- Instruction for Continued Airworthiness
- Instruction for Continued Airworthiness
- Span
- ICAO
- ICAO
- ICAO
- International Civil Aviation Organization
- International Civil Aviation Organization
- Span
- LMEC
- LMEC
- LMEC
- Latent Medical or Environment Conditions
- Latent Medical or Environment Conditions
- Span
- LOI
- LOI
- LOI
- Letter of Investigation
- Letter of Investigation
- Span
- LOSA
- LOSA
- LOSA
- FAA Maintenance and Ramp Line Operations Safety Assessment
- FAA Maintenance and Ramp Line Operations Safety Assessment
- Span
- MEDA
- MEDA
- MEDA
- Maintenance Error Decision Aid
- Maintenance Error Decision Aid
- Span
- MRO
- MRO
- MRO
- Maintenance Repair and Overhaul
- Maintenance Repair and Overhaul
- Span
- MxO
- MxO
- MxO
- Maintenance Engineering Organization
- Maintenance Engineering Organization
- Span
- NASA
- NASA
- NASA
- National Aeronautics and Space Administration
- National Aeronautics and Space Administration
- Span
- NTSB
- NTSB
- NTSB
- National Transportation Safety Board
- National Transportation Safety Board
- Span
- OEM
- OEM
- OEM
- Original Equipment Manufacturer
- Original Equipment Manufacturer
- Span
- OSH Act
- OSH Act
- OSH Act
- Occupational Safety and Health Act
- Occupational Safety and Health Act
- Span
- OSHA
- OSHA
- OSHA
- OSHA
- Occupational Safety and Health Administration
- Occupational Safety and Health Administration
- Span
- REDA
- REDA
- REDA
- Ramp Error Decision Aid
- Ramp Error Decision Aid
- Span
- ROI
- ROI
- ROI
- Return on Investment
- Return on Investment
- Span
- SMS
- SMS
- SMS
- Safety Management System
- Safety Management System
- Span
- UK CAA
- UK CAA
- UK CAA
- United Kingdom Civil Aviation Authority
- United Kingdom Civil Aviation Authority
- Span
- TABLE OF CONTENTS
- INTRODUCTION .......................................................................................................................................... 7
- INTRODUCTION .......................................................................................................................................... 7
- INTRODUCTION .......................................................................................................................................... 7
- Why Use the Operator’s Manual? ......................................................................................................... 8
- Why Use the Operator’s Manual? ......................................................................................................... 8
- Why Use the Operator’s Manual? ......................................................................................................... 8
- Key References and Links .................................................................................................................. 10
- Key References and Links .................................................................................................................. 10
- Key References and Links .................................................................................................................. 10
- HAZARD IDENTIFICATION ...................................................................................................................... 11
- HAZARD IDENTIFICATION ...................................................................................................................... 11
- HAZARD IDENTIFICATION ...................................................................................................................... 11
- 1.1 Why Hazard Identification Is Important ....................................................................................... 12
- 1.1 Why Hazard Identification Is Important ....................................................................................... 12
- 1.1 Why Hazard Identification Is Important ....................................................................................... 12
- 1.2 How to implement a Hazard Identification process ................................................................... 13
- 1.2 How to implement a Hazard Identification process ................................................................... 13
- 1.2 How to implement a Hazard Identification process ................................................................... 13
- 1.3 How to Know the Hazard Identification Processes Are Working ............................................. 15
- 1.3 How to Know the Hazard Identification Processes Are Working ............................................. 15
- 1.3 How to Know the Hazard Identification Processes Are Working ............................................. 15
- 1.4 Key References and Links ............................................................................................................ 16
- 1.4 Key References and Links ............................................................................................................ 16
- 1.4 Key References and Links ............................................................................................................ 16
- PROCEDURAL COMPLIANCE AND DOCUMENTATION ....................................................................... 18
- PROCEDURAL COMPLIANCE AND DOCUMENTATION ....................................................................... 18
- PROCEDURAL COMPLIANCE AND DOCUMENTATION ....................................................................... 18
- 2.1 Why a Procedural Compliance Program Is Important ............................................................... 20
- 2.1 Why a Procedural Compliance Program Is Important ............................................................... 20
- 2.1 Why a Procedural Compliance Program Is Important ............................................................... 20
- 2.2 How to Implement a Procedural Compliance Program.............................................................. 20
- 2.2 How to Implement a Procedural Compliance Program.............................................................. 20
- 2.2 How to Implement a Procedural Compliance Program.............................................................. 20
- 2.3 How to Know the Procedural Compliance Program Is Working ............................................... 22
- 2.3 How to Know the Procedural Compliance Program Is Working ............................................... 22
- 2.3 How to Know the Procedural Compliance Program Is Working ............................................... 22
- 2.4 Key References and Links ............................................................................................................ 22
- 2.4 Key References and Links ............................................................................................................ 22
- 2.4 Key References and Links ............................................................................................................ 22
- HUMAN FACTORS TRAINING – EVOLUTION AND REINFORCEMENT ................................................ 24
- HUMAN FACTORS TRAINING – EVOLUTION AND REINFORCEMENT ................................................ 24
- HUMAN FACTORS TRAINING – EVOLUTION AND REINFORCEMENT ................................................ 24
- 3.1 Why Human Factors Training Is Important ................................................................................. 25
- 3.1 Why Human Factors Training Is Important ................................................................................. 25
- 3.1 Why Human Factors Training Is Important ................................................................................. 25
- 3.2 How to Implement a Human Factors Training Program ............................................................ 26
- 3.2 How to Implement a Human Factors Training Program ............................................................ 26
- 3.2 How to Implement a Human Factors Training Program ............................................................ 26
- 3.3 How to Know Human Factors Training Is Working .................................................................... 27
- 3.3 How to Know Human Factors Training Is Working .................................................................... 27
- 3.3 How to Know Human Factors Training Is Working .................................................................... 27
- 3.4 Key References and Links ............................................................................................................ 28
- 3.4 Key References and Links ............................................................................................................ 28
- 3.4 Key References and Links ............................................................................................................ 28
- FATIGUE RISK MANAGEMENT ............................................................................................................... 29
- FATIGUE RISK MANAGEMENT ............................................................................................................... 29
- FATIGUE RISK MANAGEMENT ............................................................................................................... 29
- 4.1 Why Fatigue Risk Management Is Important .............................................................................. 29
- 4.1 Why Fatigue Risk Management Is Important .............................................................................. 29
- 4.1 Why Fatigue Risk Management Is Important .............................................................................. 29
- 4.2 How to Implement a Fatigue Risk Management Program ......................................................... 31
- 4.2 How to Implement a Fatigue Risk Management Program ......................................................... 31
- 4.2 How to Implement a Fatigue Risk Management Program ......................................................... 31
- 4.3 How to Know if the Fatigue Risk Management Program Is Working ....................................... 32
- 4.3 How to Know if the Fatigue Risk Management Program Is Working ....................................... 32
- 4.3 How to Know if the Fatigue Risk Management Program Is Working ....................................... 32
- 4.4 Key References and Links ............................................................................................................ 32
- 4.4 Key References and Links ............................................................................................................ 32
- 4.4 Key References and Links ............................................................................................................ 32
- HUMAN FACTORS HEALTH AND SAFETY PROGRAM ......................................................................... 34
- HUMAN FACTORS HEALTH AND SAFETY PROGRAM ......................................................................... 34
- HUMAN FACTORS HEALTH AND SAFETY PROGRAM ......................................................................... 34
- 5.1 Why a Human Factors Health and Safety Program Is Important .............................................. 35
- 5.1 Why a Human Factors Health and Safety Program Is Important .............................................. 35
- 5.1 Why a Human Factors Health and Safety Program Is Important .............................................. 35
- 5.2 How to Implement a Human Factors Health and Safety Program ............................................ 35
- 5.2 How to Implement a Human Factors Health and Safety Program ............................................ 35
- 5.2 How to Implement a Human Factors Health and Safety Program ............................................ 35
- 5.3 How to Know if the Human Factors Health and Safety Program Is Working .......................... 37
- 5.3 How to Know if the Human Factors Health and Safety Program Is Working .......................... 37
- 5.3 How to Know if the Human Factors Health and Safety Program Is Working .......................... 37
- 5.4 Key References and Links ............................................................................................................ 37
- 5.4 Key References and Links ............................................................................................................ 37
- 5.4 Key References and Links ............................................................................................................ 37
- CONSIDERING HUMAN FACTORS ISSUES IN DESIGN AND INSTALLATION .................................... 39
- CONSIDERING HUMAN FACTORS ISSUES IN DESIGN AND INSTALLATION .................................... 39
- CONSIDERING HUMAN FACTORS ISSUES IN DESIGN AND INSTALLATION .................................... 39
- 6.1 Why Considering Human Factors Issues in Design and Installation Is Important ................. 40
- 6.1 Why Considering Human Factors Issues in Design and Installation Is Important ................. 40
- 6.1 Why Considering Human Factors Issues in Design and Installation Is Important ................. 40
- 6.2 How to Consider Human Factors Issues in Design and Installation ........................................ 41
- 6.2 How to Consider Human Factors Issues in Design and Installation ........................................ 41
- 6.2 How to Consider Human Factors Issues in Design and Installation ........................................ 41
- 6.3 How to Know That Your Consideration of Human Factors Issues in Design and Installation Is Working .................................................................................................................. 43
- 6.3 How to Know That Your Consideration of Human Factors Issues in Design and Installation Is Working .................................................................................................................. 43
- 6.3 How to Know That Your Consideration of Human Factors Issues in Design and Installation Is Working .................................................................................................................. 43
- 6.4 Key References and Links ............................................................................................................ 43
- 6.4 Key References and Links ............................................................................................................ 43
- 6.4 Key References and Links ............................................................................................................ 43
- 6.5 Related Regulations ...................................................................................................................... 44
- 6.5 Related Regulations ...................................................................................................................... 44
- 6.5 Related Regulations ...................................................................................................................... 44
- 6.5 Related Regulations ...................................................................................................................... 44
- MEASURING IMPACT AND RETURN ON INVESTMENT ....................................................................... 45
- MEASURING IMPACT AND RETURN ON INVESTMENT ....................................................................... 45
- MEASURING IMPACT AND RETURN ON INVESTMENT ....................................................................... 45
- 7.1 Why Measuring Impact and Return on Investment Is Important .............................................. 46
- 7.1 Why Measuring Impact and Return on Investment Is Important .............................................. 46
- 7.1 Why Measuring Impact and Return on Investment Is Important .............................................. 46
- 7.2 How to Calculate Return on Investment on Human Factors and Safety Programs ............... 47
- 7.2 How to Calculate Return on Investment on Human Factors and Safety Programs ............... 47
- 7.2 How to Calculate Return on Investment on Human Factors and Safety Programs ............... 47
- 7.3 How to Know that Impact Measurement and Return on Investment Are Working ................. 48
- 7.3 How to Know that Impact Measurement and Return on Investment Are Working ................. 48
- 7.3 How to Know that Impact Measurement and Return on Investment Are Working ................. 48
- 7.4 Key References and Links ............................................................................................................ 48
- 7.4 Key References and Links ............................................................................................................ 48
- 7.4 Key References and Links ............................................................................................................ 48
- ACKNOWLEDGMENTS ............................................................................................................................ 50
- ACKNOWLEDGMENTS ............................................................................................................................ 50
- ACKNOWLEDGMENTS ............................................................................................................................ 50
- The references, by design, are few and limited to those providing the most relevant information. Chapters have identical format and include:
- 1. Chapter topic introduction
- 1. Chapter topic introduction
- 1. Chapter topic introduction
- 2. Why the topic is important
- 2. Why the topic is important
- 3. How to implement the program component
- 3. How to implement the program component
- 4. How to know the program component works
- 4. How to know the program component works
- 5. Key references and links
- 5. Key references and links
- Operational data and practical experience from the U.S. and other countries are the basis of the seven critical topics. The International Civil Aviation Organization (ICAO), the U.S. Occupational Safety and Health Administration (OSHA), Airlines for America (A4A), Transport Canada, United
- Kingdom Civil Aviation Authority (UK CAA), the European Aviation Safety Agency (EASA), the International Air Transport Association (IATA), and information from other entities contributed to this manual. The seven contributors to this manual have worked in aviation maintenance, medicine, and engineering for an average of 35 years. The contributors characterized the seven topics and related steps discussed in this manual as “information they wish they had known years ago.”
- These straightforward suggestions provide the key components for setting up and/or overseeing successful human factors programs that will benefit your company, business partners, external customers, employees, and the entire industry. The suggestions will also help to ensure compliance with human factors regulations, as appropriate. Keep in mind the following points when using this manual:
- These are seven topics, from many, that a maintenance human factors program may consider.
- These are seven topics, from many, that a maintenance human factors program may consider.
- These are seven topics, from many, that a maintenance human factors program may consider.
- Topics are not necessarily in order of importance.
- Topics are not necessarily in order of importance.
- Apply any or all of the topics; however, they should be coordinated.
- Apply any or all of the topics; however, they should be coordinated.
- Base your human factors activity on the identified requirements and resources of your organization. One size does not fit all.
- Base your human factors activity on the identified requirements and resources of your organization. One size does not fit all.
- The role of company leadership, with labor representation, is critical in establishing and sustaining a human factors program.
- The role of company leadership, with labor representation, is critical in establishing and sustaining a human factors program.
- Supplement this operator’s manual with additional references as necessary.
- Supplement this operator’s manual with additional references as necessary.
- Human factors programs are a critical part of your safety management system and corporate safety culture.
- Human factors programs are a critical part of your safety management system and corporate safety culture.
- Why Use the Operator’s Manual?
- You may ask, “What is in it for me?” Below are some of the many reasons for using the information in this manual.
- ICAO Safety Management System (SMS) standards and the evolving regulations are requiring programs to collect the proactive and predictive data offered by voluntary reporting systems (see Chapter 1).
- ICAO Safety Management System (SMS) standards and the evolving regulations are requiring programs to collect the proactive and predictive data offered by voluntary reporting systems (see Chapter 1).
- ICAO Safety Management System (SMS) standards and the evolving regulations are requiring programs to collect the proactive and predictive data offered by voluntary reporting systems (see Chapter 1).
- A 2007 European Aviation Safety Agency (EASA) Safety Analysis and Research study analyzed all worldwide commercial aircraft accidents from 1990 to 2006 and found that in 8% of the accidents, the primary cause was maintenance (see Chapter 1).
- A 2007 European Aviation Safety Agency (EASA) Safety Analysis and Research study analyzed all worldwide commercial aircraft accidents from 1990 to 2006 and found that in 8% of the accidents, the primary cause was maintenance (see Chapter 1).
- A summary of multiple airlines and maintenance, repair, and overhaul (MRO) organizations shows that challenges from technical publications and company
- A summary of multiple airlines and maintenance, repair, and overhaul (MRO) organizations shows that challenges from technical publications and company
- procedures are in the top four most reported events from FAA’s Aviation Safety Action Program (ASAP) (see Chapter 2).
- procedures are in the top four most reported events from FAA’s Aviation Safety Action Program (ASAP) (see Chapter 2).
- procedures are in the top four most reported events from FAA’s Aviation Safety Action Program (ASAP) (see Chapter 2).
- The #1 factor for which FAA initiates Letters of Investigation (LOI) and takes administrative actions on AMTs is failure to follow written procedures as defined in Advisory Circular (AC) 43.13-1 (A&B) (see Chapter 2).
- The #1 factor for which FAA initiates Letters of Investigation (LOI) and takes administrative actions on AMTs is failure to follow written procedures as defined in Advisory Circular (AC) 43.13-1 (A&B) (see Chapter 2).
- The National Aeronautics and Space Administration (NASA) reports that, from 2010 to 2013, approximately 83% of maintenance Aviation Safety Reports (ASRs) was related to technical publications and other written company procedures (see Chapter 2).
- The National Aeronautics and Space Administration (NASA) reports that, from 2010 to 2013, approximately 83% of maintenance Aviation Safety Reports (ASRs) was related to technical publications and other written company procedures (see Chapter 2).
- Training is a critical part of every aviation industry position. Halldale Publishing estimates that the annual expenditures on all training equipment, services, and personnel exceeds $500 billion USD (see Chapter 3).
- Training is a critical part of every aviation industry position. Halldale Publishing estimates that the annual expenditures on all training equipment, services, and personnel exceeds $500 billion USD (see Chapter 3).
- Training is inevitability the top intervention for identified organization risk reduction (see Chapter 3).
- Training is inevitability the top intervention for identified organization risk reduction (see Chapter 3).
- Human Factors training is instrumental in fostering a positive safety culture and serves to introduce the workforce to concepts related to risk assessment, voluntary reporting, event investigation, and peer-to-peer support (see Chapter 3).
- Human Factors training is instrumental in fostering a positive safety culture and serves to introduce the workforce to concepts related to risk assessment, voluntary reporting, event investigation, and peer-to-peer support (see Chapter 3).
- One study found that fatigue costs employers more than $136 billion USD per year in health-related lost productivity and that the majority (84%) of the costs related to reduced work performance (see Chapter 4).
- One study found that fatigue costs employers more than $136 billion USD per year in health-related lost productivity and that the majority (84%) of the costs related to reduced work performance (see Chapter 4).
- According to operational data collected in a maintenance organization, individuals working 16-hr days or longer were four times more likely to be involved in a personnel injury incident/accident than an individual working an 8 hr day (see Chapter 4).
- According to operational data collected in a maintenance organization, individuals working 16-hr days or longer were four times more likely to be involved in a personnel injury incident/accident than an individual working an 8 hr day (see Chapter 4).
- Changes in the workforce are perceptible with 19% of the current workforce over age 55 years and 27% in the obese weight category (see Chapter 5).
- Changes in the workforce are perceptible with 19% of the current workforce over age 55 years and 27% in the obese weight category (see Chapter 5).
- Telephone interviews using the U.S. Census Occupational Code systems show that the occupation “aircraft engine mechanics” ranked 48th in mortality among 206 occupations included in the census (see Chapter 5).
- Telephone interviews using the U.S. Census Occupational Code systems show that the occupation “aircraft engine mechanics” ranked 48th in mortality among 206 occupations included in the census (see Chapter 5).
- The National Business Aircraft Association Safety Committee has made pilot adjustment to advanced avionics systems one of its top focus areas for 2014.1 Proper installation and attention to human factors issues is an important contribution to the safety goal (see Chapter 6).
- The National Business Aircraft Association Safety Committee has made pilot adjustment to advanced avionics systems one of its top focus areas for 2014.1 Proper installation and attention to human factors issues is an important contribution to the safety goal (see Chapter 6).
- Inspection Authorization certificate holders and FAA Aviation Safety Inspectors (ASIs) have expressed the need for human factors guidance for avionics and other appliance installations and approvals during discussions in Inspection Authorization renewal workshops (experience from authors Johnson and Brys) (see Chapter 6).
- Inspection Authorization certificate holders and FAA Aviation Safety Inspectors (ASIs) have expressed the need for human factors guidance for avionics and other appliance installations and approvals during discussions in Inspection Authorization renewal workshops (experience from authors Johnson and Brys) (see Chapter 6).
- When not driven by regulation, human factors programs and other safety interventions demonstrate an impact on cost and other safety-related performance measures (see Chapter 7).
- When not driven by regulation, human factors programs and other safety interventions demonstrate an impact on cost and other safety-related performance measures (see Chapter 7).
- When not driven by regulation, human factors programs and other safety interventions demonstrate an impact on cost and other safety-related performance measures (see Chapter 7).
- Since 2010, industry has applied the FAA Return on Investment (ROI) procedures and software to demonstrate positive return on safety interventions that have reduced ground damage, affected worker communication, streamlined the application of technical manuals for cabin crew, reduced rework and equipment damage by changing procedures, and more (see Chapter 7).
- Since 2010, industry has applied the FAA Return on Investment (ROI) procedures and software to demonstrate positive return on safety interventions that have reduced ground damage, affected worker communication, streamlined the application of technical manuals for cabin crew, reduced rework and equipment damage by changing procedures, and more (see Chapter 7).
- FAA/Industry surveys in 2010 and 2014, identified “Establishing the Value of Human Factors” among the top 5 challenges related to maintenance human factors.2,3
- FAA/Industry surveys in 2010 and 2014, identified “Establishing the Value of Human Factors” among the top 5 challenges related to maintenance human factors.2,3
- Key References and Links
- 1. National Business Aviation Association. http://www.nbaa.com
- 1. National Business Aviation Association. http://www.nbaa.com
- 1. National Business Aviation Association. http://www.nbaa.com
- 2. Johnson, W.B. (2010). Maintenance Human Factors Leaders Workshop Proceedings. Retrieved from:
- 2. Johnson, W.B. (2010). Maintenance Human Factors Leaders Workshop Proceedings. Retrieved from:
- 2. Johnson, W.B. (2010). Maintenance Human Factors Leaders Workshop Proceedings. Retrieved from:
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/roi/mx_hf_wrkshop_proceedings_final_report_with_cover_reduced.pdf
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/roi/mx_hf_wrkshop_proceedings_final_report_with_cover_reduced.pdf
- 3. Avers, K.E., Johnson, W.B., Banks, J.O., & Wenzel, B. (2014). The Transition from Event Reports to Measurable Organizational Impact: Workshop Proceedings Report. Retrieved from:
- 3. Avers, K.E., Johnson, W.B., Banks, J.O., & Wenzel, B. (2014). The Transition from Event Reports to Measurable Organizational Impact: Workshop Proceedings Report. Retrieved from:
- 3. Avers, K.E., Johnson, W.B., Banks, J.O., & Wenzel, B. (2014). The Transition from Event Reports to Measurable Organizational Impact: Workshop Proceedings Report. Retrieved from:
- http://ntl.bts.gov/lib/51000/51600/51649/201405.pdf
- http://ntl.bts.gov/lib/51000/51600/51649/201405.pdf
- HAZARD IDENTIFICATION
- Chapter 1
- Maggie J. Ma, Ph.D., CHFP
- Systems Engineer, Maintenance Human Factors
- Commercial Aviation Services, The Boeing Company
- William L. Rankin, Ph.D.
- Technical Fellow, The Boeing Company (Retired)
- Airline and MRO Safety Management Systems (SMS) have advanced rapidly in the past decade. Conceived by the International Civil Aviation Organization (ICAO) and put into practice through regulation by the national aviation authorities, SMS will soon be a standard requirement for airlines around the world. Airlines will be required to implement SMS in various organizations within the airline, including the Maintenance and Engineering function, while national aviation authorities are passing regulations requir
- One of the major components of an SMS is Risk Management. Risk Management requires that safety of flight hazards be identified, that the hazards be assessed for risk, and that unacceptable risk be mitigated to acceptable levels.
- A hazard is a potential source of harm; for example, a condition, object, or activity with the potential of causing injuries to personnel, damage to equipment or structures, loss of materials, or reduction of the ability to perform a prescribed function. Because an SMS is regulated by national aviation authorities, these hazards relate specifically to safety of flight. However, many airline maintenance and engineering organizations also include hazards related to personal injury, equipment damage, and envir
- An SMS recommends three approaches in identifying safety hazards (see Figure 1):
- 1. Reactive approach—investigation of accidents, incidents, and events.
- 1. Reactive approach—investigation of accidents, incidents, and events.
- 1. Reactive approach—investigation of accidents, incidents, and events.
- 2. Proactive approach—active identification of safety hazards through the analysis of the organization’s activities, using tools such as mandatory and voluntary reporting systems, safety audits, and safety surveys.
- 2. Proactive approach—active identification of safety hazards through the analysis of the organization’s activities, using tools such as mandatory and voluntary reporting systems, safety audits, and safety surveys.
- 3. Predictive approach—capturing system performance as it happens in real-time during normal operations such as observations of AMT performance during a heavy check.
- 3. Predictive approach—capturing system performance as it happens in real-time during normal operations such as observations of AMT performance during a heavy check.
- Figure
- Figure 1. Three Complementary Approaches for Hazard Identification
- In the previous version of the Operator’s Manual (2006), this chapter was entitled “Event Investigation.” However, because of the movement to implement SMS in the industry, and because event investigation is only one of three important hazard identification approaches, this updated chapter in the Operator’s Manual update will discuss all three hazard identification approaches.
- 1.1 Why Hazard Identification Is Important
- A. Hazard identification is part of a major component of an SMS.
- A. Hazard identification is part of a major component of an SMS.
- A. Hazard identification is part of a major component of an SMS.
- B. Incorrectly performed maintenance, due to workplace hazards, has been the second leading primary cause (after pilot error) of commercial aircraft hull-loss accidents over the past several decades.
- B. Incorrectly performed maintenance, due to workplace hazards, has been the second leading primary cause (after pilot error) of commercial aircraft hull-loss accidents over the past several decades.
- a. A European Aviation Safety Agency (EASA) Safety Analysis and Research study, which analyzed all worldwide commercial aircraft accidents from 1990 to 2006,10 found that in 8% of the accidents, maintenance was the primary cause.
- a. A European Aviation Safety Agency (EASA) Safety Analysis and Research study, which analyzed all worldwide commercial aircraft accidents from 1990 to 2006,10 found that in 8% of the accidents, maintenance was the primary cause.
- a. A European Aviation Safety Agency (EASA) Safety Analysis and Research study, which analyzed all worldwide commercial aircraft accidents from 1990 to 2006,10 found that in 8% of the accidents, maintenance was the primary cause.
- b. Maintenance was the primary causal factor of 3% of global fatal accidents between 2002 and 2011.11
- b. Maintenance was the primary causal factor of 3% of global fatal accidents between 2002 and 2011.11
- c. The International Air Transportation Association Safety Reports (IATA) from 2003 – 2008 found that incorrectly performed maintenance was causal (either as a primary cause or an initial link in the accident chain) in 20% to 40% of the worldwide aircraft accidents for those years.12
- c. The International Air Transportation Association Safety Reports (IATA) from 2003 – 2008 found that incorrectly performed maintenance was causal (either as a primary cause or an initial link in the accident chain) in 20% to 40% of the worldwide aircraft accidents for those years.12
- d. Maintenance events counted as an average of 10% of threats that led to 432 aircraft accidents between 2009 and 2013. Maintenance Operations, including Standard Operating Procedures and Training Systems, were found to be a latent condition for 8% of the 338 non-fatal accidents worldwide between 2009 and 2013.12
- d. Maintenance events counted as an average of 10% of threats that led to 432 aircraft accidents between 2009 and 2013. Maintenance Operations, including Standard Operating Procedures and Training Systems, were found to be a latent condition for 8% of the 338 non-fatal accidents worldwide between 2009 and 2013.12
- C. The Flight Safety Foundation estimates that 27,000 ramp accidents and incidents, one per 1,000 departures occur worldwide each year. The injury rate is 9 per 1,000 departures. Ramp accidents cost major airlines worldwide at least $10 billion USD a year.
- C. The Flight Safety Foundation estimates that 27,000 ramp accidents and incidents, one per 1,000 departures occur worldwide each year. The injury rate is 9 per 1,000 departures. Ramp accidents cost major airlines worldwide at least $10 billion USD a year.
- C. The Flight Safety Foundation estimates that 27,000 ramp accidents and incidents, one per 1,000 departures occur worldwide each year. The injury rate is 9 per 1,000 departures. Ramp accidents cost major airlines worldwide at least $10 billion USD a year.
- D. Hazard identification programs help identify and communicate hazards or factors contributing to errors and violations to create corrective actions and prevent future events.
- D. Hazard identification programs help identify and communicate hazards or factors contributing to errors and violations to create corrective actions and prevent future events.
- E. Hazard identification programs, such as event investigation, are a primary requirement for identifying and communicating human performance issues within an organization.
- E. Hazard identification programs, such as event investigation, are a primary requirement for identifying and communicating human performance issues within an organization.
- 1.2 How to implement a Hazard Identification process
- The three different hazard identification processes may be owned and maintained by different functions within the Maintenance and Engineering organization. Reactive processes are often owned by Quality Assurance, although they can also be owned by a safety department or production. Proactive processes are often owned by Quality Assurance and Safety. Predictive processes are often owned by production. However, all of them have some basic requirements for implementation.
- A. Select a manager/department to be responsible for the process.
- A. Select a manager/department to be responsible for the process.
- A. Select a manager/department to be responsible for the process.
- B. From the very beginning, ensure that the program is a cooperative endeavor of labor, management, and, if appropriate, the regulator. Obtain the buy-in and participation of frontline employees because they are a valuable asset in discovering hazards (see Figure 2).
- B. From the very beginning, ensure that the program is a cooperative endeavor of labor, management, and, if appropriate, the regulator. Obtain the buy-in and participation of frontline employees because they are a valuable asset in discovering hazards (see Figure 2).
- C. Write the policies and procedures needed to implement the process.
- C. Write the policies and procedures needed to implement the process.
- D. Develop and implement a reasonable, consistently applied, company disciplinary policy and/or implement a Just Culture.
- D. Develop and implement a reasonable, consistently applied, company disciplinary policy and/or implement a Just Culture.
- Figure 2. The Iceberg of Ignorance
- 1.2.1 Reactive Hazard Identification Processes
- A. Select an investigation process, like the Boeing Maintenance Error Decision Aid (MEDA), that systematically determines the hazards or contributing factors to events, and, based on these findings, allows the organization to develop and monitor a comprehensive fix.
- A. Select an investigation process, like the Boeing Maintenance Error Decision Aid (MEDA), that systematically determines the hazards or contributing factors to events, and, based on these findings, allows the organization to develop and monitor a comprehensive fix.
- A. Select an investigation process, like the Boeing Maintenance Error Decision Aid (MEDA), that systematically determines the hazards or contributing factors to events, and, based on these findings, allows the organization to develop and monitor a comprehensive fix.
- B. Select and train all investigators—management as well as labor—in a consistent manner to minimize interpretation differences later. Invite/encourage regulatory inspectors to attend such training sessions.
- B. Select and train all investigators—management as well as labor—in a consistent manner to minimize interpretation differences later. Invite/encourage regulatory inspectors to attend such training sessions.
- C. Identify screening criteria to determine which events will be investigated.
- C. Identify screening criteria to determine which events will be investigated.
- D. Establish a team to review the investigation findings and to select areas for improvement.
- D. Establish a team to review the investigation findings and to select areas for improvement.
- E. Inform all personnel on the status of improvements in progress. Use newsletters, company/labor websites, crew meetings, and posters to demonstrate and remind everyone that the process is working and somebody is actually tracking the progress.
- E. Inform all personnel on the status of improvements in progress. Use newsletters, company/labor websites, crew meetings, and posters to demonstrate and remind everyone that the process is working and somebody is actually tracking the progress.
- F. Create a database for documenting investigation information and measures of change.
- F. Create a database for documenting investigation information and measures of change.
- 1.2.2 Proactive Hazard Identification Processes
- A. Develop a voluntary hazard reporting process where hazards can be reported via paper and pencil, telephone call in, and the company intranet.
- A. Develop a voluntary hazard reporting process where hazards can be reported via paper and pencil, telephone call in, and the company intranet.
- A. Develop a voluntary hazard reporting process where hazards can be reported via paper and pencil, telephone call in, and the company intranet.
- 1. Guarantee confidential or anonymous non-punitive reporting.
- 1. Guarantee confidential or anonymous non-punitive reporting.
- 2. Use callbacks to get more hazard information from the reporter.
- 2. Use callbacks to get more hazard information from the reporter.
- 3. Let the reporter know what is being done to address the hazard that was reported.
- 3. Let the reporter know what is being done to address the hazard that was reported.
- B. Consult applicable guidance on other voluntary reporting systems, such as the Federal Aviation Administration’s (FAA’s) Aviation Safety Action Program (ASAP), and implement the process.
- B. Consult applicable guidance on other voluntary reporting systems, such as the Federal Aviation Administration’s (FAA’s) Aviation Safety Action Program (ASAP), and implement the process.
- 1.2.3 Predictive Hazard Identification Processes
- Maintenance and Engineering organizations already use some predictive hazard identification approaches, including engine condition monitoring and a reliability program. However, Maintenance and Engineering organizations are encouraged to implement a predictive behavior observation program like Maintenance Line Operations Safety Assessment (LOSA).
- A. Determine areas of need for targeted LOSA observations and carry them out. LOSA can also be a general, non-specific, observation.
- A. Determine areas of need for targeted LOSA observations and carry them out. LOSA can also be a general, non-specific, observation.
- A. Determine areas of need for targeted LOSA observations and carry them out. LOSA can also be a general, non-specific, observation.
- B. From the observations, select behaviors that need improvement (e.g., use of calibrated equipment).
- B. From the observations, select behaviors that need improvement (e.g., use of calibrated equipment).
- C. Implement interventions to change the selected behaviors.
- C. Implement interventions to change the selected behaviors.
- D. Carry out more observations to determine whether the behaviors have changed. Repeat process.
- D. Carry out more observations to determine whether the behaviors have changed. Repeat process.
- 1.3 How to Know the Hazard Identification Processes Are Working
- 1.3.1 Reactive Hazard Identification Processes
- A. Events are investigated to find the hazards (contributing factors), and corrective actions are developed to reduce the likelihood of future occurrences.
- A. Events are investigated to find the hazards (contributing factors), and corrective actions are developed to reduce the likelihood of future occurrences.
- A. Events are investigated to find the hazards (contributing factors), and corrective actions are developed to reduce the likelihood of future occurrences.
- B. Deviations from existing procedures are uncovered during the investigations, and they are corrected.
- B. Deviations from existing procedures are uncovered during the investigations, and they are corrected.
- C. The number of events caused by human performance decreases.
- C. The number of events caused by human performance decreases.
- D. The operator saves time and money by decreasing interruptions to revenue flights, rework, personal injuries, and equipment damage.
- D. The operator saves time and money by decreasing interruptions to revenue flights, rework, personal injuries, and equipment damage.
- 1.3.2 Proactive Hazard Identification Processes
- A. Employees are using the hazard reporting processes.
- A. Employees are using the hazard reporting processes.
- A. Employees are using the hazard reporting processes.
- B. Hazards are being assessed for risk, and unacceptable risk is being mitigated.
- B. Hazards are being assessed for risk, and unacceptable risk is being mitigated.
- C. The employees are being informed on the disposition of their hazard reports.
- C. The employees are being informed on the disposition of their hazard reports.
- D. Employees are voluntarily reporting performance issues through ASAP or equivalent program.
- D. Employees are voluntarily reporting performance issues through ASAP or equivalent program.
- D. Employees are voluntarily reporting performance issues through ASAP or equivalent program.
- E. Acceptance and growth of the fair-but-accountable safety reporting culture (“just” culture).
- E. Acceptance and growth of the fair-but-accountable safety reporting culture (“just” culture).
- 1.3.3 Predictive Hazard Identification Processes
- A. LOSA has been implemented and is finding hazards (workplace performance issues) that need to be addressed, as well as recognizing positive behaviors to be showcased in training.
- A. LOSA has been implemented and is finding hazards (workplace performance issues) that need to be addressed, as well as recognizing positive behaviors to be showcased in training.
- A. LOSA has been implemented and is finding hazards (workplace performance issues) that need to be addressed, as well as recognizing positive behaviors to be showcased in training.
- B. Interventions have been implemented to manage identified threats and errors.
- B. Interventions have been implemented to manage identified threats and errors.
- C. Observations have shown that the interventions were successful in changing employee behavior in a positive manner.
- C. Observations have shown that the interventions were successful in changing employee behavior in a positive manner.
- 1.4 Key References and Links
- Reactive Hazard Identification Processes
- 1. MEDA User’s Guide (
- 1. MEDA User’s Guide (
- 1. MEDA User’s Guide (
- 1. MEDA User’s Guide (
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/meda_users_guide_updated_09-25-13.pdf
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/meda_users_guide_updated_09-25-13.pdf
- ) ([email protected] and 425-237-6982)
- 2. MEDA form (
- 2. MEDA form (
- 2. MEDA form (
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/meda_results_form_revl.pdf
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/meda_results_form_revl.pdf
- )
- 3. Ramp Error Decision Aid (REDA) form (
- 3. Ramp Error Decision Aid (REDA) form (
- 3. Ramp Error Decision Aid (REDA) form (
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/reda_results_form_revh.pdf
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/reda_results_form_revh.pdf
- )
- 4. REDA User’s Guide from (
- 4. REDA User’s Guide from (
- 4. REDA User’s Guide from (
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/reda_users_guide_v-8_september2013.pdf
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/reda_users_guide_v-8_september2013.pdf
- )
- 5. Human Factors Analysis And Classification System – Maintenance Extension (HFACS-ME) (
- 5. Human Factors Analysis And Classification System – Maintenance Extension (HFACS-ME) (
- 5. Human Factors Analysis And Classification System – Maintenance Extension (HFACS-ME) (
- www.hf.faa.gov/docs/508/docs/maint_product638b.pdf
- www.hf.faa.gov/docs/508/docs/maint_product638b.pdf
- ).
- Proactive Hazard Identification Processes
- 6. FAA Aviation Safety Action Program (ASAP) Policy & Guidance (
- 6. FAA Aviation Safety Action Program (ASAP) Policy & Guidance (
- 6. FAA Aviation Safety Action Program (ASAP) Policy & Guidance (
- 6. FAA Aviation Safety Action Program (ASAP) Policy & Guidance (
- https://www.faa.gov/about/initiatives/asap/policy/
- https://www.faa.gov/about/initiatives/asap/policy/
- )
- Predictive Hazard Identification Processes
- 7. FAA Line Operations Safety Assessments (LOSA) (
- 7. FAA Line Operations Safety Assessments (LOSA) (
- 7. FAA Line Operations Safety Assessments (LOSA) (
- 7. FAA Line Operations Safety Assessments (LOSA) (
- http://www.faa.gov/about/initiatives/maintenance_hf/losa/
- http://www.faa.gov/about/initiatives/maintenance_hf/losa/
- )
- General
- 8. FAA SMS (
- 8. FAA SMS (
- 8. FAA SMS (
- 8. FAA SMS (
- http://www.faa.gov/about/initiatives/sms/
- http://www.faa.gov/about/initiatives/sms/
- )
- 9. ICAO Integrated Safety Management website (
- 9. ICAO Integrated Safety Management website (
- 9. ICAO Integrated Safety Management website (
- http://www.icao.int/safety/safetymanagement/Pages/default.aspx
- http://www.icao.int/safety/safetymanagement/Pages/default.aspx
- )
- 10. EASA Guidance on Safety Hazard Identification (
- 10. EASA Guidance on Safety Hazard Identification (
- 10. EASA Guidance on Safety Hazard Identification (
- http://www.easa.europa.eu/essi/documents/ECASTSMSWG-GuidanceonHazardIdentification.pdf
- http://www.easa.europa.eu/essi/documents/ECASTSMSWG-GuidanceonHazardIdentification.pdf
- )
- 11. UK CAA Global Fatal Accident Review 2002-2011 (
- 11. UK CAA Global Fatal Accident Review 2002-2011 (
- 11. UK CAA Global Fatal Accident Review 2002-2011 (
- http://www.skybrary.aero/bookshelf/books/2403.pdf
- http://www.skybrary.aero/bookshelf/books/2403.pdf
- )
- 12. IATA Safety Report 2013 (http://www.iata.org/publications/Documents/iata-safety-report-2013.pdf)
- 12. IATA Safety Report 2013 (http://www.iata.org/publications/Documents/iata-safety-report-2013.pdf)
- PROCEDURAL COMPLIANCE and
- DOCUMENTATION
- Chapter 2
- Colin G. Drury, Ph.D.
- President of Applied Ergonomics Group, Professor Emeritus, State University of New York at Buffalo
- All activities in aviation maintenance are governed by a set of rules and a set of procedures compliant with these rules. Safety depends critically on complying with the rules and following the procedures. However, we still see “Procedure not followed” with depressing regularity in incident and accident investigations. Failure to follow instructions was the primary cause of maintenance errors reported through Boeing’s Maintenance Error Decision Aid (MEDA).1 This chapter examines why this problem is so persi
- Procedures exist only as part of a human-controlled system of aviation maintenance. You must consider all aspects to improve the reliability of procedural compliance by eliminating sources of error. Compliance with procedures is a function of the:
- maintenance system,
- maintenance system,
- maintenance system,
- human user,
- human user,
- documentation, and
- documentation, and
- maintenance environment (technical, physical, and cultural)
- maintenance environment (technical, physical, and cultural)
- First, the maintenance system produces and maintains the procedures developed by airframe, engine and component designers/manufacturers, and procedures modified by the operator to better suit local conditions. Errors from this system include inaccurate documents and documents in which the experienced aviation maintenance technician (AMT) will be able to see a “better” but unauthorized way of performing the task. These errors can be reduced through a well-designed feedback system from the ultimate user (the
- Second, the human user of the procedure is easiest but least effective to blame for an incident. Most AMTs do follow the procedure correctly most of the time. The goal in safety is to replace
- “most” with “all.” AMTs do not set out to cause errors but can be led to do so by the system surrounding them. Even if a procedure looks illogical, the pressure to perform may lead an AMT to try to complete it anyway, using a known but unauthorized work-around. All of the well-known stressors on humans such as fatigue, time stress, poor training, and the physical environment of the task contribute to an increased error rate.
- Third, there is the procedure document itself. Research on documentation errors shows that good documents must have the right content, the right readability, and the right organization. Content means that the procedure needs to be both accurate and usable. Following the written steps should lead unambiguously to the correct result for the job. Readability means that the procedure needs to use unambiguous grammar and terms, and have diagrams that are designed for the ultimate user. For example, Simplified Te
- Finally, there is the technical, physical, and cultural environment within which the maintenance is performed. Much maintenance and inspection work takes place at night and, at times, outside. Any procedure must be robust enough to work reliably under environmental challenges. The cultural environment can also put adverse pressure on procedural compliance if the culture emphasizes, “getting the job done” ahead of compliance. The safety culture affects the proper use of procedures and other technical documen
- With so many potential sources of procedural compliance errors, it should be a matter of industry and regulator pride that so few slip through our error-proofing barriers to become damage or accidents. However, “Procedure not Followed” has been demonstrated repeatedly to be a major contributor to incidents, from the UK in 2004, to recent events in the U.S. (see NTSB /AAR-13/01 PB2013-103890 regarding Sundance helicopter). Good documentation design will help: a 1998 study showed that all of the errors arisin
- 2.1 Why a Procedural Compliance Program Is Important
- A. FAA’s annual count of the highest number of administrative actions against AMTs is related to “failure to comply with maintenance instructions,” as specified in Parts 43.13-1 sections related to General Aviation and Airliner maintenance.
- A. FAA’s annual count of the highest number of administrative actions against AMTs is related to “failure to comply with maintenance instructions,” as specified in Parts 43.13-1 sections related to General Aviation and Airliner maintenance.
- A. FAA’s annual count of the highest number of administrative actions against AMTs is related to “failure to comply with maintenance instructions,” as specified in Parts 43.13-1 sections related to General Aviation and Airliner maintenance.
- B. A 2012 government/industry Chief Scientist and Civil Aerospace Medical Institute (CAMI) workshop5 rated “Technical Instructions” as the number one maintenance human factors challenge.
- B. A 2012 government/industry Chief Scientist and Civil Aerospace Medical Institute (CAMI) workshop5 rated “Technical Instructions” as the number one maintenance human factors challenge.
- C. Documentation-related errors were reported in approximately 83% of National Aeronautics and Space Administration (NASA) Aviation Safety Reporting System (ASRS) maintenance reports, from 2010-2013.
- C. Documentation-related errors were reported in approximately 83% of National Aeronautics and Space Administration (NASA) Aviation Safety Reporting System (ASRS) maintenance reports, from 2010-2013.
- D. It is widely accepted that maintenance documentation errors rank as the number one error reported to the FAA Aviation Safety Action Program (ASAP).
- D. It is widely accepted that maintenance documentation errors rank as the number one error reported to the FAA Aviation Safety Action Program (ASAP).
- E. The basis of any maintenance safety system is the assumption that all personnel will follow approved procedures.
- E. The basis of any maintenance safety system is the assumption that all personnel will follow approved procedures.
- F. If the operator cannot guarantee that procedures are followed, then the level of safety in the system cannot be assured to the operator, regulator, and traveling public.
- F. If the operator cannot guarantee that procedures are followed, then the level of safety in the system cannot be assured to the operator, regulator, and traveling public.
- G. With higher levels of procedural compliance come increased levels of personal safety and pride in the work accomplished.
- G. With higher levels of procedural compliance come increased levels of personal safety and pride in the work accomplished.
- H. A well-designed procedural compliance program, which goes beyond mere punishment of those who make the errors, is a cost-effective way to ensure that “Procedure not Followed” is no longer a cause for concern for the operator, regulator, or traveling public.
- H. A well-designed procedural compliance program, which goes beyond mere punishment of those who make the errors, is a cost-effective way to ensure that “Procedure not Followed” is no longer a cause for concern for the operator, regulator, or traveling public.
- I. A procedural compliance program is an excellent way to improve the quality of documentation throughout the organization, leading to documents designed specifically for the ultimate user.
- I. A procedural compliance program is an excellent way to improve the quality of documentation throughout the organization, leading to documents designed specifically for the ultimate user.
- J. The Industry-Government Commercial Aviation Safety Team (CAST) task force SE-170 has highlighted the importance of communicating documentation clarity issues between maintenance organizations and those who write the procedures.
- J. The Industry-Government Commercial Aviation Safety Team (CAST) task force SE-170 has highlighted the importance of communicating documentation clarity issues between maintenance organizations and those who write the procedures.
- 2.2 How to Implement a Procedural Compliance Program
- A. Develop and communicate a company policy that specifically states that personnel must follow all company and regulatory authority policies, processes, and procedures at all times. Further, they must report difficulties using technical documentation.
- B. Understand how the procedures are derived, written, validated, used, and modified. This involves not just reviewing how the system should work but validating procedures with maintenance personnel who perform the work in an operational setting.
- C. Review the written procedures against the many Web-available guidelines for good procedure and pay attention to procedure modifications tied to different levels of user experience.
- D. This can often be such a lengthy process that some users ignore it and continue to use deficient procedures. Follow the guidelines, established in Air Transport Association (ATA) Specification 1196 and FAA technical report on SE-170,7 to work within organizations and with equipment suppliers to modify unclear or incorrect technical instructions. .
- E. Investigate any “Procedure not Followed” cases by conducting a root cause analysis and by asking why the user thought that the best course was to deviate from the procedure. Implement a Just Culture policy so that punishing the user is reserved for the rare cases where there was intent to cause harm to the system. Asking why will lead to ways to improve the system so that procedures are a better fit to the user and the environment.
- Perhaps the most difficult, but potentially most productive, change to influence procedural compliance is to modify the maintenance system so that it becomes less prone to the repeated errors of “procedure not followed.” AMT training and improved documentation design are obvious beneficial changes with obvious costs, but changing the system to respond to end-user difficulties with procedures is easy to dismiss with a memo to all concerned – which is just as easy for all in the system to ignore.
- One initiative by CAST SE-170 to tackle this problem of changing the system between OEM, DAH, and end users was mentioned previously in Section 2.1. J and Section 2.2. D. This program and its associated final report7 used input from industry and government to make very specific recommendations on how user feedback can be used to change documents and procedures. SE-170 started from the complexity of servicing the horizontal stabilizer jackscrew on the MD-83 aircraft, which had led to the 2001 Alaska Airlines
- improve feedback among all players and recommended actions for OEMs, DAHs, MxOs, ASIs, and AMTs. The recommendations flesh out Section 2.2 points A through E, but the record concludes significantly that all of these things have been said before and remain valuable. Many, including writers and maintenance engineering departments, insist that they already follow the recommendations; however, reports to the NASA ASRS and through the FAA ASAP suggest otherwise. AMTs still fail to follow the written documentatio
- Finally, the AMTs understand how work is conducted on the flight line, in hangars, and in shops, so the documents must reflect real-world working conditions. AMTs must refuse to accept instructions that are difficult to understand and use, and they must insist on timely responses to their recommendations. As that happens, the documentation culture can evolve to one where AMTs get the job done because of great procedures rather than in spite of the procedures.
- 2.3 How to Know the Procedural Compliance Program Is Working
- A. Rates of incidents, accidents, and regulatory findings all decrease, leading to increased reliability and system safety.
- A. Rates of incidents, accidents, and regulatory findings all decrease, leading to increased reliability and system safety.
- A. Rates of incidents, accidents, and regulatory findings all decrease, leading to increased reliability and system safety.
- B. Personnel are escalating reports about poor documentation or inaccurate procedures so that changes can be made.
- B. Personnel are escalating reports about poor documentation or inaccurate procedures so that changes can be made.
- C. Maintenance delays and aircraft and equipment damage all decrease.
- C. Maintenance delays and aircraft and equipment damage all decrease.
- D. “Procedure not Followed” becomes an increasingly rare finding in error investigations.
- D. “Procedure not Followed” becomes an increasingly rare finding in error investigations.
- E. Audit findings show a high level of procedural compliance.
- E. Audit findings show a high level of procedural compliance.
- F. Personal professionalism and satisfaction increase.
- F. Personal professionalism and satisfaction increase.
- 2.4 Key References and Links
- 1. MEDA User’s Guide (
- 1. MEDA User’s Guide (
- 1. MEDA User’s Guide (
- 1. MEDA User’s Guide (
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/meda_users_guide_updated_09-25-13.pdf
- http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/media/meda_users_guide_updated_09-25-13.pdf
- ) ([email protected] and 425-237-6982)
- 2. ASD (2013). ASD Simplified Technical English, Specification ASD-STE100 Issue 6.
- 3. Pearl, A. & Drury, C.G. (1995). Improving the Reliability of Maintenance Checklists. Human Factors in Aviation Maintenance—Phase V Progress Report. Washington, DC: Office of Aerospace Medicine.
- 4. Drury, C.G. (1998). Case Study: Error Rates and Paperwork Design, Applied Ergonomics, 29(3), 213-216.
- 5. Avers, K., Johnson, W., Banks, J., & Wenzel, B. (2012). Technical Documentation Challenges and Solutions in Aviation Maintenance: A Proceedings Report. FAA Office of Aerospace Medicine, Washington, DC. Technical Report No. DOT/FAA/AM-12/16.
- 6. Airlines for America (In press, 2014). Air Transport Association Specification 119: Continuous Monitoring of Maintenance Instructions. Washington, DC: Airlines for America.
- 7. FAA (In press, 2014). Aircraft Design—Original Equipment Manufacturer/Design Approval Holder Continuous Monitoring of Service History Best Practices Task Force. Final report of Commercial Aviation Safety Team SE-170 Task Force.
- HUMAN FACTORS TRAINING – Evolution
- and Reinforcement
- Chapter 3
- William B. Johnson, Ph.D.
- Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems, Federal Aviation Administration
- Maintenance human factors (HF) training, as we know it today, was introduced around 1989. Continental Airlines followed a format similar to an existing flight deck initiative called Cockpit Resource Management training in its early maintenance HF training program. The concept of Cockpit Resource Management evolved into Crew Resource Management (CRM). In those first few years, Continental Airlines titled their training “Crew Coordination Concepts,” which later changed to “Maintenance Resource Management.” Ev
- As the concept evolved, so did the training content. Early CRM training focused on worker communication. Maintenance personnel had to communicate with pilots, pilots with cabin crewmembers, labor with management, companies with government, and so on. The training explained communication theory and devoted a lot of time to role-playing about “feeling good” about yourself and about your co-workers. Some characterized the early CRM training as “touchy-feely” and not always in tune with the realities of the avi
- The evolution of HF training was driven in part by senior captains and first officers who helped training developers to understand the learner requirements to ensure that HF training would produce increases in safety knowledge and behaviors. The same thing happened in maintenance HF training. Credentialed, experienced aviation maintenance technicians (AMTs) contributed the necessary relevancy to the training. That stimulated HF discussions within the maintenance ranks. Course developers, instructors, and le
- Human factors training remains as a critical part of a safe and efficient culture. Aviation authorities have published rules and/or delivered a variety of maintenance training materials (see
- Section 3.4). When conducted properly, HF training provides a time to review the fundamentals, to learn about emerging practices, policies, and challenges, and to renew each worker’s commitment to the corporate safety goals. Ultimately, HF training teaches workers to remain vigilant regarding their individual actions and how their actions influence workplace safety.
- Knowing and applying HF principles to ensure a safe work culture is like an athlete practicing a sport through continuing conditioning and repeated proper practice. Similarly, organizations need to reinforce HF training (see the programs mentioned in this manual). Their commitment to corporate safety goals may include a formalized and written Just Culture policy, an active voluntary reporting system, training on and application of risk assessment and risk-based decision making practices for everyone in the
- 3.1 Why Human Factors Training Is Important
- The key reasons HF training is important are listed below. The reasons apply, whether used by a regulatory aviation safety inspector to interact with engineering, safety, quality, and training departments, or by individuals within organizations to gain leadership’s commitment to and investment in an effective HF training program.
- A. Human Factors training is instrumental in fostering a positive safety culture. It serves to introduce (and reinforce) the workforce to concepts related to risk assessment, voluntary reporting, event investigation, and peer-to-peer support.
- A. Human Factors training is instrumental in fostering a positive safety culture. It serves to introduce (and reinforce) the workforce to concepts related to risk assessment, voluntary reporting, event investigation, and peer-to-peer support.
- A. Human Factors training is instrumental in fostering a positive safety culture. It serves to introduce (and reinforce) the workforce to concepts related to risk assessment, voluntary reporting, event investigation, and peer-to-peer support.
- B. Human Factors training for the workforce, including leadership, is a critical and cost-effective first step in identifying methods to recognize, understand, and manage human performance and related organizational safety issues.
- B. Human Factors training for the workforce, including leadership, is a critical and cost-effective first step in identifying methods to recognize, understand, and manage human performance and related organizational safety issues.
- C. There is a return on investment for HF training. It improves work performance and promotes worker safety and health, which were the basis for the International Civil Aviation Organization (ICAO) and most national aviation authorities to mandate or recommend Maintenance Human Factors training.
- C. There is a return on investment for HF training. It improves work performance and promotes worker safety and health, which were the basis for the International Civil Aviation Organization (ICAO) and most national aviation authorities to mandate or recommend Maintenance Human Factors training.
- D. Initial and recurrent Human Factors training that covers new regulations, procedures, and equipment are opportunities to reinforce awareness of the issues that affect job performance.
- D. Initial and recurrent Human Factors training that covers new regulations, procedures, and equipment are opportunities to reinforce awareness of the issues that affect job performance.
- E. Human Factors training can mitigate performance-related safety issues at the forefront of information reported through voluntary reporting systems like the National Aeronautics and Space Administration (NASA) Aviation Safety Reporting System (ASRS) and the Federal Aviation Administration (FAA) Aviation Safety Action Program (ASAP).
- E. Human Factors training can mitigate performance-related safety issues at the forefront of information reported through voluntary reporting systems like the National Aeronautics and Space Administration (NASA) Aviation Safety Reporting System (ASRS) and the Federal Aviation Administration (FAA) Aviation Safety Action Program (ASAP).
- 3.2 How to Implement a Human Factors Training Program
- Implementing a Maintenance Human Factors training program begins after leadership approval. Start by determining company goals for the training and identifying department-specific training requirements. A comprehensive, training development needs assessment is not necessary since most topics, content, and knowledge-skill levels are already identified industrywide. Integration of the new training into a system-wide Human Factors plan should increase the return on investment more than a single course.
- A curriculum that covers the training topics listed below enhance your maintainers’ understanding of and commitment to safe job performance. Training effectiveness will be enhanced by tailoring the training content for each topic to your organization’s work environment and workforce needs. Be prepared to continuously evaluate the training against the organizational goals and dynamic job requirements and adjust accordingly.
- Before developing training content: (a) review available training and media materials from other regulators, like the FAA, TC, CASA, UK CAA, and EASA (see Section 3.4), to capitalize on free course content and reduce cost and effort; (b) decide on delivery technique for content based on characteristics of the attendees; and (c) decide on using either an internal or external HF training provider, and ensure that instructors are qualified--instructor training may be required for internal personnel.
- Here is a sample of materials suggested for a modern HF curriculum from EASA:
- General Introduction
- General Introduction
- General Introduction
- Human Performance and Limitations
- Human Performance and Limitations
- Social Psychology
- Social Psychology
- Factors Affecting Performance
- Factors Affecting Performance
- Physical Environment
- Physical Environment
- Tasks
- Tasks
- Communication
- Communication
- Human Error
- Human Error
- Hazards in the Workplace
- Hazards in the Workplace
- Here is a sample of additional materials suggested by today’s HF Trainers:
- Safety Culture and Motivation
- Safety Culture and Motivation
- Safety Culture and Motivation
- Safety Culture and Motivation
- The Power of the Individual in Safety Culture
- The Power of the Individual in Safety Culture
- Safety Culture Leadership
- Safety Culture Leadership
- Fundamentals Review (PEAR, Dirty Dozen, Swiss Cheese)
- Fundamentals Review (PEAR, Dirty Dozen, Swiss Cheese)
- Personal Responsibility for Fitness for Duty, especially Fatigue Self-reporting
- Personal Responsibility for Fitness for Duty, especially Fatigue Self-reporting
- Technical Publications, Job Cards, Etc.
- Technical Publications, Job Cards, Etc.
- Technical Publications, Job Cards, Etc.
- Technical Publications, Job Cards, Etc.
- Professional Ethics and Pride in Workmanship
- Professional Ethics and Pride in Workmanship
- Additional Physiology
- Additional Physiology
- Crew Resource Management (team working between mechanics; between mechanics and flight crew; and between mechanics, flight operations, and maintenance control).
- Crew Resource Management (team working between mechanics; between mechanics and flight crew; and between mechanics, flight operations, and maintenance control).
- SMS Introduction (Risk Assessment and Fundamentals of Threat and Error Management)
- SMS Introduction (Risk Assessment and Fundamentals of Threat and Error Management)
- Voluntary Reporting of Error (What to Report)
- Voluntary Reporting of Error (What to Report)
- Emphasize that workers may know the hazards better than management
- Emphasize that workers may know the hazards better than management
- Peer-to-peer Assessments and Coaching such as Maintenance and Ramp LOSA
- Peer-to-peer Assessments and Coaching such as Maintenance and Ramp LOSA
- How to Use Safety Data
- How to Use Safety Data
- Safety and Cost Return on Safety Interventions (from employee data)
- Safety and Cost Return on Safety Interventions (from employee data)
- Generation Thinking/Communication
- Generation Thinking/Communication
- Social Media and Work
- Social Media and Work
- 3.3 How to Know Human Factors Training Is Working
- Key performance indicators are used to determine if your HF training is effective. They must be measurable, meaningful, and directly linked to the HF training content with predetermined criteria for success. They should be measured and their trends monitored against expected outcomes. Key performance indicators typically include individual and organizational-level data that captures changes in knowledge, attitudes, and performance.
- Here are some examples of performance indicators:
- Pre- and post-training evaluations and workplace discussions from trainees show positive trends.
- Pre- and post-training evaluations and workplace discussions from trainees show positive trends.
- Pre- and post-training evaluations and workplace discussions from trainees show positive trends.
- Workforce acceptance/approval of the training experience.
- Workforce acceptance/approval of the training experience.
- Increase in workforce requests for more/recurrent training.
- Increase in workforce requests for more/recurrent training.
- Workforce exhibits improved safety awareness and safe work practices via decreases in…
- Workforce exhibits improved safety awareness and safe work practices via decreases in…
- Reduction in the number of HF-related contributing factors found during event investigations.
- Reduction in the number of HF-related contributing factors found during event investigations.
- Initial increase in reported events because of improved awareness.
- Initial increase in reported events because of improved awareness.
- Realized return on investment (ROI) (see Section 3.4 for link to calculation methods).
- Realized return on investment (ROI) (see Section 3.4 for link to calculation methods).
- Continued approval and support from management.
- Continued approval and support from management.
- Regulatory program acceptance/approval.
- Regulatory program acceptance/approval.
- 3.4 Key References and Links
- 1. Air Transport Association (in preparation 2015). ATA Specification 104 Guidelines for Aircraft Maintenance Training. Washington, DC: Air Transport Association.
- 1. Air Transport Association (in preparation 2015). ATA Specification 104 Guidelines for Aircraft Maintenance Training. Washington, DC: Air Transport Association.
- 1. Air Transport Association (in preparation 2015). ATA Specification 104 Guidelines for Aircraft Maintenance Training. Washington, DC: Air Transport Association.
- 1. Air Transport Association (in preparation 2015). ATA Specification 104 Guidelines for Aircraft Maintenance Training. Washington, DC: Air Transport Association.
- www.airlines.org
- www.airlines.org
- 2. Civil Aviation Safety Authority of Australia (2013). Safety Behaviors – Human Factors for Engineers. Canberra, Australia. (
- 2. Civil Aviation Safety Authority of Australia (2013). Safety Behaviors – Human Factors for Engineers. Canberra, Australia. (
- 2. Civil Aviation Safety Authority of Australia (2013). Safety Behaviors – Human Factors for Engineers. Canberra, Australia. (
- www.casa.gov.au/hf
- www.casa.gov.au/hf
- )
- 3. Federal Aviation Administration Maintenance Human Factors website, Training Section (www.humanfactorsinfo.com).
- 3. Federal Aviation Administration Maintenance Human Factors website, Training Section (www.humanfactorsinfo.com).
- FATIGUE RISK MANAGEMENT
- Chapter 4
- Katrina Bedell Avers, Ph.D.
- Acting Branch Manager, Human Factors Research
- Federal Aviation Administration
- A fatigue risk management (FRM) program is used to mitigate the effects of fatigue. Conceptually, FRM serves to inform decisions regarding how to mitigate fatigue risk. FRM is a personal and professional responsibility, as it applies to a maintainer as well as an organization. In practice, FRM, be it a plan, policy, program, or system, contains the processes and procedures (i.e., proactive, reactive, and predictive) used to maximize personnel alertness and minimize fatigue-related performance errors that cr
- Along with the FAA, the International Civil Aviation Organization (ICAO),2 the European Aviation Safety Agency (EASA), Transport Canada,3 the Civil Aviation Safety Authority (CASA) of Australia,4 and worldwide agencies in the aviation, road, and rail transport industries have been promoting and, in some cases, requiring the use of FRM techniques. Most notably, Section 212(b) of Public Law 111-216, Airline Safety and Federal Aviation Administration Extension Act of 2010 “…requires each air carrier conducting
- 4.1 Why Fatigue Risk Management Is Important
- We are a nation of sleep-deprived workers. It is estimated that adults attempt to function on 1 to 1.5 hr less sleep than the recommended 8 hr per night. Human fatigue costs U.S. businesses more than $136 billion in lost productivity each year; the majority of which (84%) was related to reduced work performance.5 The losses do not include cost estimates associated with workplace injury, insurance claims, damaged aircraft, rework, unwanted events, or accidents.
- Consider this:
- A. After 16 hr of being awake, our mental ability to perform work-related tasks decreases to a level consistent with having a blood alcohol concentration of 0.05%.
- A. After 16 hr of being awake, our mental ability to perform work-related tasks decreases to a level consistent with having a blood alcohol concentration of 0.05%.
- A. After 16 hr of being awake, our mental ability to perform work-related tasks decreases to a level consistent with having a blood alcohol concentration of 0.05%.
- B. After 24 hr of no sleep, mental impairment is consistent with performance deficits observed at roughly 0.10% blood alcohol concentration.
- B. After 24 hr of no sleep, mental impairment is consistent with performance deficits observed at roughly 0.10% blood alcohol concentration.
- B. After 24 hr of no sleep, mental impairment is consistent with performance deficits observed at roughly 0.10% blood alcohol concentration.
- C. Similarly, individuals operating on a 2-hour sleep debt over 2 weeks (i.e., 6 hr of sleep, instead of the needed 8 hr for 2 weeks straight) perform similarly to an individual that has been awake for 16 hr or longer.
- C. Similarly, individuals operating on a 2-hour sleep debt over 2 weeks (i.e., 6 hr of sleep, instead of the needed 8 hr for 2 weeks straight) perform similarly to an individual that has been awake for 16 hr or longer.
- D. Operational data collected in a maintenance organization revealed that individuals working 16-hr days or longer were four times more likely to be involved in a personnel injury incident/accident than an individual working an 8-hr day.
- D. Operational data collected in a maintenance organization revealed that individuals working 16-hr days or longer were four times more likely to be involved in a personnel injury incident/accident than an individual working an 8-hr day.
- E. Individuals working 12-hr days were twice as likely to be involved in a personnel injury incident/accident as an individual working an 8-hr day.
- E. Individuals working 12-hr days were twice as likely to be involved in a personnel injury incident/accident as an individual working an 8-hr day.
- The National Transportation Safety Board (NTSB) first identified personnel fatigue as an aviation maintenance-critical issue in 1995, stemming from the ValuJet accident in Florida. Since then, fatigue has continued to gain attention as a maintenance safety risk and, most recently (2013), was identified by the NTSB as a contributing factor in the Sundance Helicopter crash in Nevada.
- Of concern to aviation safety is the finding that maintenance personnel tend to get 3 hr less sleep per night than is recommended, which is a sleep debt twice the national average. Sleepiness and fatigue associated with sleep debt is cumulative. This means that losing even an hour of sleep every other night over the course of a week will produce conditions that negatively affect performance. Some of the most critical performance errors associated with worker fatigue include, but are not limited to:
- impaired judgment and decision making,
- impaired judgment and decision making,
- impaired judgment and decision making,
- impaired communication skills,
- impaired communication skills,
- decreased attention span and ability to recall information,
- decreased attention span and ability to recall information,
- slower reaction times, and
- slower reaction times, and
- increased risk-taking.
- increased risk-taking.
- Once you understand the prevalence and effects of fatigue in your organization, you must do something about it. We cannot overemphasize the importance of managing human fatigue risk in the aviation maintenance industry. Fatigue risk management enables maintenance organizations to:
- detect fatigue symptoms,
- detect fatigue symptoms,
- detect fatigue symptoms,
- identify fatigue hazards,
- identify fatigue hazards,
- assess the associated safety and health risks,
- assess the associated safety and health risks,
- implement fatigue countermeasures,
- implement fatigue countermeasures,
- determine acceptable approaches/tools for mitigating fatigue-related risks, and
- determine acceptable approaches/tools for mitigating fatigue-related risks, and
- create science-based business practices for managing fatigue risks.
- create science-based business practices for managing fatigue risks.
- create science-based business practices for managing fatigue risks.
- 4.2 How to Implement a Fatigue Risk Management Program
- There is no “perfect” FRMS that is appropriate for all operators. Each operator must develop an FRMS that is appropriate to its respective environment and fatigue risks. There are general guidelines on how to develop, implement, and evaluate an FRMS. The idea of an FRMS can be overwhelming if you try to do everything at once. To be successful, design and implement your FRMS in phases. If you break the design and development of your FRMS into manageable phases, you can spread your workload and resource alloc
- The design and implementation of an FRMS can be done in five phases that mirror the SMS processes requiring policy development, risk assessment, risk management implementation, safety assurance, and promotion of SMS. The phases are planning and infrastructure development, fatigue risk assessment, implementation of fatigue mitigations, evaluation and continual improvement of FRMS, and FRMS promotion.
- The FRMS can be developed as a separate, standalone program, which interfaces with the organization’s SMS, or it can be implemented as an integral part of the organization’s SMS.2,6,7 An effective FRMS shares the same building blocks of an FRMS, including: safety reporting, senior management commitment, continuous monitoring, process for investigation of safety issues that aim to identify deficiencies rather than blame, sharing information and best practices, training for operational personnel and involved
- A. Develop plan and infrastructure. Before you can begin implementing an FRMS, you must develop a plan and establish an infrastructure that can support the FRMS. In this phase of development, you will focus on getting senior management commitment, developing policies and procedures, establishing FRMS documentation procedures, and conducting a gap analysis.2,8,9,10,11
- A. Develop plan and infrastructure. Before you can begin implementing an FRMS, you must develop a plan and establish an infrastructure that can support the FRMS. In this phase of development, you will focus on getting senior management commitment, developing policies and procedures, establishing FRMS documentation procedures, and conducting a gap analysis.2,8,9,10,11
- A. Develop plan and infrastructure. Before you can begin implementing an FRMS, you must develop a plan and establish an infrastructure that can support the FRMS. In this phase of development, you will focus on getting senior management commitment, developing policies and procedures, establishing FRMS documentation procedures, and conducting a gap analysis.2,8,9,10,11
- B. Conduct risk assessment. Once the infrastructure and timeline are established, you must identify fatigue-related hazards and make assessments regarding their associated risks to the organization. You must evaluate the risk severity of a task or operational condition and the probability that the task or condition is at risk of fatigue.
- B. Conduct risk assessment. Once the infrastructure and timeline are established, you must identify fatigue-related hazards and make assessments regarding their associated risks to the organization. You must evaluate the risk severity of a task or operational condition and the probability that the task or condition is at risk of fatigue.
- B. Conduct risk assessment. Once the infrastructure and timeline are established, you must identify fatigue-related hazards and make assessments regarding their associated risks to the organization. You must evaluate the risk severity of a task or operational condition and the probability that the task or condition is at risk of fatigue.
- C. Implement FRMS processes. Once the hazard level of a task or operational condition is established, you can prioritize your FRMS interventions. You must develop interventions or countermeasures that are appropriate for the hazard level and implement them in the organization.
- C. Implement FRMS processes. Once the hazard level of a task or operational condition is established, you can prioritize your FRMS interventions. You must develop interventions or countermeasures that are appropriate for the hazard level and implement them in the organization.
- C. Implement FRMS processes. Once the hazard level of a task or operational condition is established, you can prioritize your FRMS interventions. You must develop interventions or countermeasures that are appropriate for the hazard level and implement them in the organization.
- D. Evaluate and continually improve FRMS. Once you have completed the infrastructure development, identified hazards, and implement FRMS processes as interventions, you must evaluate the effectiveness of your actions. This is a continual process that will result in revision and refinement of your fatigue risk management system.
- D. Evaluate and continually improve FRMS. Once you have completed the infrastructure development, identified hazards, and implement FRMS processes as interventions, you must evaluate the effectiveness of your actions. This is a continual process that will result in revision and refinement of your fatigue risk management system.
- D. Evaluate and continually improve FRMS. Once you have completed the infrastructure development, identified hazards, and implement FRMS processes as interventions, you must evaluate the effectiveness of your actions. This is a continual process that will result in revision and refinement of your fatigue risk management system.
- E. Promote FRMS. You must promote the FRMS materials to all invested stakeholders and utilize their feedback in the evaluation and improvement process. Once the FRMS is operational, you should promote the results of the FRMS to stimulate continued investment by stakeholders.
- E. Promote FRMS. You must promote the FRMS materials to all invested stakeholders and utilize their feedback in the evaluation and improvement process. Once the FRMS is operational, you should promote the results of the FRMS to stimulate continued investment by stakeholders.
- E. Promote FRMS. You must promote the FRMS materials to all invested stakeholders and utilize their feedback in the evaluation and improvement process. Once the FRMS is operational, you should promote the results of the FRMS to stimulate continued investment by stakeholders.
- 4.3 How to Know if the Fatigue Risk Management Program Is Working
- Applying FRM strategies has significant worker and organizational benefits related to safety and health. The documented benefits include, but are not limited to:
- improved knowledge of fatigue and fatigue risk management,
- improved knowledge of fatigue and fatigue risk management,
- improved knowledge of fatigue and fatigue risk management,
- improved documentation of fatigue-related accidents/incidents,
- improved documentation of fatigue-related accidents/incidents,
- reduced fatigue levels,
- reduced fatigue levels,
- fewer on-the-job accidents and injuries,
- fewer on-the-job accidents and injuries,
- fewer physical illnesses,
- fewer physical illnesses,
- reduced absenteeism,
- reduced absenteeism,
- reduced turnover,
- reduced turnover,
- reduced morale problems,
- reduced morale problems,
- reduced insurance premiums,
- reduced insurance premiums,
- increased average sleep time and sleep quality, and
- increased average sleep time and sleep quality, and
- improved quality of life.
- improved quality of life.
- 4.4 Key References and Links
- 1. Hobbs, A., Avers, K., & Hiles, J. (2011). Fatigue Risk Management in Aviation Maintenance: Current Best Practices and Potential Future Countermeasures. (Report No. DOT/FAA/AM-11/10). Washington DC: Federal Aviation Administration Office of Aerospace Medicine.
- 1. Hobbs, A., Avers, K., & Hiles, J. (2011). Fatigue Risk Management in Aviation Maintenance: Current Best Practices and Potential Future Countermeasures. (Report No. DOT/FAA/AM-11/10). Washington DC: Federal Aviation Administration Office of Aerospace Medicine.
- 1. Hobbs, A., Avers, K., & Hiles, J. (2011). Fatigue Risk Management in Aviation Maintenance: Current Best Practices and Potential Future Countermeasures. (Report No. DOT/FAA/AM-11/10). Washington DC: Federal Aviation Administration Office of Aerospace Medicine.
- 2. International Air Transport Association (IATA)-International Civil Aviation Organization (ICAO)-International Federation of Airline Pilots’ Association (IFAPA). (2011). Fatigue Risk Management Systems: Implementation Guide for Operators; 1st edition. International Air Transport Association. Available at: http://www.iata.org/publications/Documents/FRMS%20Implementation%20Guide%20for%20Operators%201st%20Edition-%20English.pdf
- 2. International Air Transport Association (IATA)-International Civil Aviation Organization (ICAO)-International Federation of Airline Pilots’ Association (IFAPA). (2011). Fatigue Risk Management Systems: Implementation Guide for Operators; 1st edition. International Air Transport Association. Available at: http://www.iata.org/publications/Documents/FRMS%20Implementation%20Guide%20for%20Operators%201st%20Edition-%20English.pdf
- 2. International Air Transport Association (IATA)-International Civil Aviation Organization (ICAO)-International Federation of Airline Pilots’ Association (IFAPA). (2011). Fatigue Risk Management Systems: Implementation Guide for Operators; 1st edition. International Air Transport Association. Available at: http://www.iata.org/publications/Documents/FRMS%20Implementation%20Guide%20for%20Operators%201st%20Edition-%20English.pdf
- 3. Transport Canada. (2007). Fatigue risk management system for the Canadian Aviation Industry. Developing and implementing a fatigue risk management system (TP 14575E). Ottawa, Ontario.
- 3. Transport Canada. (2007). Fatigue risk management system for the Canadian Aviation Industry. Developing and implementing a fatigue risk management system (TP 14575E). Ottawa, Ontario.
- 4. Civil Aviation Safety Authority. (2002). Safety Management Systems: Getting Started. Canberra, Australia: Civil Aviation Safety Authority.
- 4. Civil Aviation Safety Authority. (2002). Safety Management Systems: Getting Started. Canberra, Australia: Civil Aviation Safety Authority.
- 5. Ricci J.A., Chee E., Lorandeau A.L., Berger J. (2007). Fatigue in the U.S. workforce: prevalence and implications for lost productive work time. J Occup Environ Med. 49(1):1-10.
- 5. Ricci J.A., Chee E., Lorandeau A.L., Berger J. (2007). Fatigue in the U.S. workforce: prevalence and implications for lost productive work time. J Occup Environ Med. 49(1):1-10.
- 6. United Kingdom Department for Transport. Fatigue risk management systems: a review of the literature. (2010). London, UK. Road Safety Research Report No. 110. Available at:
- 6. United Kingdom Department for Transport. Fatigue risk management systems: a review of the literature. (2010). London, UK. Road Safety Research Report No. 110. Available at:
- 6. United Kingdom Department for Transport. Fatigue risk management systems: a review of the literature. (2010). London, UK. Road Safety Research Report No. 110. Available at:
- http://assets.dft.gov.uk/publications/fatigue-risk-management-systems-a-review-of-the-literature-road-safety-research-report-110/rsrr110.pdf
- http://assets.dft.gov.uk/publications/fatigue-risk-management-systems-a-review-of-the-literature-road-safety-research-report-110/rsrr110.pdf
- 7. Stolzer, A.J., Halford, C.D. & Goglia, J.J. (2008) Safety Management Systems in Aviation. Hampshire, England, & Burlington, USA: Ashgate.
- 7. Stolzer, A.J., Halford, C.D. & Goglia, J.J. (2008) Safety Management Systems in Aviation. Hampshire, England, & Burlington, USA: Ashgate.
- 8. FAA Fatigue Risk Management website.
- 8. FAA Fatigue Risk Management website.
- 8. FAA Fatigue Risk Management website.
- www.mxfatigue.com
- www.mxfatigue.com
- 9. Fourie, C., Holmes, A., Bourgeois-Bougrine, S., Hilditch, C., & Jackson, P. (2010). Fatigue risk Management Systems: A review of the literature (Road Safety Research Report No. 110). London, UK: Department of Transport.
- 9. Fourie, C., Holmes, A., Bourgeois-Bougrine, S., Hilditch, C., & Jackson, P. (2010). Fatigue risk Management Systems: A review of the literature (Road Safety Research Report No. 110). London, UK: Department of Transport.
- 10. Lerman, S., Eskin, E., Flower, D.J., George, E.C., Gerson, B., Hartenbaum, N., Hursh, S.R., & Moore-Ede, M. (2012). Fatigue risk management in the workplace. J Occup Environ Med. 54(2): 231-258.
- 10. Lerman, S., Eskin, E., Flower, D.J., George, E.C., Gerson, B., Hartenbaum, N., Hursh, S.R., & Moore-Ede, M. (2012). Fatigue risk management in the workplace. J Occup Environ Med. 54(2): 231-258.
- 11. Dawson, D. & McCulloch, K. (2005). Managing fatigue as an integral part of a safety management system. In: Proceedings of Fatigue Management in Transport Operations Conference; Seattle, WA.
- 11. Dawson, D. & McCulloch, K. (2005). Managing fatigue as an integral part of a safety management system. In: Proceedings of Fatigue Management in Transport Operations Conference; Seattle, WA.
- 12. Folkard, S. (2003). Work hours of aircraft maintenance personnel (UK CAA Paper 2002/06). West Sussex, UK: Research Management Department, Safety Regulation Group.
- 12. Folkard, S. (2003). Work hours of aircraft maintenance personnel (UK CAA Paper 2002/06). West Sussex, UK: Research Management Department, Safety Regulation Group.
- HUMAN FACTORS HEALTH
- and SAFETY PROGRAM
- Chapter 5
- James W. Allen, MD, MPH
- Occupational and Environmental Health Physician, Owner, Working Healthy Always, LLC
- As a worksite, repair stations are subject to the general industry standards contained in the Occupational Safety and Health (OSH) Act. Since its enactment in 1970, industry has implemented the OSH Act with programs that focus on workplace safety and personal health. Consider the OSH hearing conservation standard that mandates employee protections when the noise levels exceed an action level defined in these standards. To comply with this mandate, employers have used barriers and enclosures to reduce the no
- The results are Latent Medical or Environment Conditions (LMEC), which can form a link in an accident chain. As the first example of LMEC consider an older aviation maintenance technician (AMT) who is experiencing the natural decline in near vision, called presbyopia, that starts at age 35 years. Visual inspection of an aircraft is an essential element of the AMT’s job. The process of inspection requires both good visual acuity and a thorough inspection procedure. An LMEC arises when the AMT’s ability to id
- diabetes that limits sensations in the hands and feet. This reduced tactile sensation reduces the AMT’s ability to use his fingers to feel sizes of screws or make other size estimates. In these three examples, the AMTs complied with OSH safety and health standards but their older age and obesity produced identifiable physical limitations. Alone, LMEC do not lead to an active maintenance error; rather, they form a link in the accident chain. Recognizing these risks as part of a Safety Management Systems (SMS
- 5.1 Why a Human Factors Health and Safety Program Is Important
- A. Evaluation of well-recognized maintenance error due to human factors have identified loss of tactile sensation, poor ergonomics, hearing loss, and reduced vision as LMEC that lead to maintenance incidents.
- A. Evaluation of well-recognized maintenance error due to human factors have identified loss of tactile sensation, poor ergonomics, hearing loss, and reduced vision as LMEC that lead to maintenance incidents.
- A. Evaluation of well-recognized maintenance error due to human factors have identified loss of tactile sensation, poor ergonomics, hearing loss, and reduced vision as LMEC that lead to maintenance incidents.
- B. Population studies (Bureau of Labor Statistics, 2006 to 2010) indicate that AMTs have a rate of non-fatal occupational injuries and illnesses that is nearly twice that of general industry.
- B. Population studies (Bureau of Labor Statistics, 2006 to 2010) indicate that AMTs have a rate of non-fatal occupational injuries and illnesses that is nearly twice that of general industry.
- C. Telephone interviews using the U.S. Census Occupational Code systems shows that the occupation “aircraft engine mechanics” ranked 48th in mortality among 206 occupations included in the census.
- C. Telephone interviews using the U.S. Census Occupational Code systems shows that the occupation “aircraft engine mechanics” ranked 48th in mortality among 206 occupations included in the census.
- D. In 2009, older workers (those greater than 55 years) represented 19% of the U.S. workforce and are now the nation’s fasting growing segment of the working population.
- D. In 2009, older workers (those greater than 55 years) represented 19% of the U.S. workforce and are now the nation’s fasting growing segment of the working population.
- E. For U.S. workers, 27.7% meet the criteria for obesity.
- E. For U.S. workers, 27.7% meet the criteria for obesity.
- F. Current estimates for type 2 diabetes in the United States are that 75 million have preclinical state, and 25 million have progressed to clinical disease.
- F. Current estimates for type 2 diabetes in the United States are that 75 million have preclinical state, and 25 million have progressed to clinical disease.
- G. AMTs are experiencing exposure to new LMEC as repair stations transition to repair of composite structures from repairs that had emphasized metal structures.
- G. AMTs are experiencing exposure to new LMEC as repair stations transition to repair of composite structures from repairs that had emphasized metal structures.
- 5.2 How to Implement a Human Factors Health and Safety Program
- A. Complete a self-assessment about the readiness of the repair station to incorporate workforce health as part of a SMS. Establish that the health of the AMT is an integral part of air safety, which may be a new concept to many. Through a self-assessment, the repair station highlights assets and reveals gaps in its understanding of LMEC. The
- A. Complete a self-assessment about the readiness of the repair station to incorporate workforce health as part of a SMS. Establish that the health of the AMT is an integral part of air safety, which may be a new concept to many. Through a self-assessment, the repair station highlights assets and reveals gaps in its understanding of LMEC. The
- A. Complete a self-assessment about the readiness of the repair station to incorporate workforce health as part of a SMS. Establish that the health of the AMT is an integral part of air safety, which may be a new concept to many. Through a self-assessment, the repair station highlights assets and reveals gaps in its understanding of LMEC. The
- results of the self-assessment are important in making an informed decision that identifies participants, goals, objectives, strategies, and plans.
- results of the self-assessment are important in making an informed decision that identifies participants, goals, objectives, strategies, and plans.
- results of the self-assessment are important in making an informed decision that identifies participants, goals, objectives, strategies, and plans.
- B. Identify leadership within the repair station for the HF H&S program. Leadership is critical to bringing together individuals, work groups, and divisions that will be needed to accomplish the task of controlling LMEC.
- B. Identify leadership within the repair station for the HF H&S program. Leadership is critical to bringing together individuals, work groups, and divisions that will be needed to accomplish the task of controlling LMEC.
- C. Establish initial organization planning and priority setting. Like any initiative to manage human factors, controlling LMEC requires organization planning and priority setting. This step determines what LMEC are important to the repair station. Consider those that involve seeing, hearing, and tactile sensation.
- C. Establish initial organization planning and priority setting. Like any initiative to manage human factors, controlling LMEC requires organization planning and priority setting. This step determines what LMEC are important to the repair station. Consider those that involve seeing, hearing, and tactile sensation.
- D. Define existing programs. While smaller repair stations may not have a formal Health and Safety division, larger facilities certainly do. This step looks at the current Health and Safety program to identify health-related gaps or needs. The objective is to avoid duplicating existing capabilities within the repair station.
- D. Define existing programs. While smaller repair stations may not have a formal Health and Safety division, larger facilities certainly do. This step looks at the current Health and Safety program to identify health-related gaps or needs. The objective is to avoid duplicating existing capabilities within the repair station.
- E. Agree upon a prioritized set of activities. Clearly identify what LMEC the organization wants to limit. For example, a repair station may have noted an increase in obesity among the AMTs. One effect of this condition is an increase in diabetes, which is known to cause nerve damage especially in the hands and feet. Affected AMTs may have poor sensation in their hands and feet. For this example, this step would result in a prioritized set of activities that assure AMTs have proper tactile sensation to iden
- E. Agree upon a prioritized set of activities. Clearly identify what LMEC the organization wants to limit. For example, a repair station may have noted an increase in obesity among the AMTs. One effect of this condition is an increase in diabetes, which is known to cause nerve damage especially in the hands and feet. Affected AMTs may have poor sensation in their hands and feet. For this example, this step would result in a prioritized set of activities that assure AMTs have proper tactile sensation to iden
- F. Select and use measures as performance targets. The purpose of this step is to improve the health of AMTs by measuring their progress using a specific performance target. Consider a repair station that desires to limit the LMEC that results in poor communication. They select a performance measure such as the sound levels in the hangar. With this measure, an obvious performance target is a sustained 10% reduction in noise levels in the hanger as measured using a dosimeter two months after program initiati
- F. Select and use measures as performance targets. The purpose of this step is to improve the health of AMTs by measuring their progress using a specific performance target. Consider a repair station that desires to limit the LMEC that results in poor communication. They select a performance measure such as the sound levels in the hangar. With this measure, an obvious performance target is a sustained 10% reduction in noise levels in the hanger as measured using a dosimeter two months after program initiati
- G. Use audience-specific communications. Communicate to AMTs about LMEC, their origin from unhealthy lifestyles and exposures, and their measure through the SMS.
- G. Use audience-specific communications. Communicate to AMTs about LMEC, their origin from unhealthy lifestyles and exposures, and their measure through the SMS.
- H. Consider joint reporting through SMS and existing health and safety program. This step is especially important in repair stations with existing Health and Safety Programs. Reports about control of LMEC may be compiled with existing reports required by these programs.
- H. Consider joint reporting through SMS and existing health and safety program. This step is especially important in repair stations with existing Health and Safety Programs. Reports about control of LMEC may be compiled with existing reports required by these programs.
- I. Consider scalability. If you have success controlling one LMEC, do not stop. Tackle another one. The goal is to break a chain of events that may lead to an active maintenance Human Factors event.
- I. Consider scalability. If you have success controlling one LMEC, do not stop. Tackle another one. The goal is to break a chain of events that may lead to an active maintenance Human Factors event.
- I. Consider scalability. If you have success controlling one LMEC, do not stop. Tackle another one. The goal is to break a chain of events that may lead to an active maintenance Human Factors event.
- J. Plan for sustainability. Just like any other aspect of a SMS, progress must continue. Active maintenance error can occur anytime. Control of LMEC is one part of a SMS.
- J. Plan for sustainability. Just like any other aspect of a SMS, progress must continue. Active maintenance error can occur anytime. Control of LMEC is one part of a SMS.
- 5.3 How to Know if the Human Factors Health and Safety Program Is Working
- A. Evidence that the leadership of the repair station recognizes that both work-related factors and health factors jointly contribute to the occurrence of LMEC.
- A. Evidence that the leadership of the repair station recognizes that both work-related factors and health factors jointly contribute to the occurrence of LMEC.
- A. Evidence that the leadership of the repair station recognizes that both work-related factors and health factors jointly contribute to the occurrence of LMEC.
- B. Evidence of employee participation in a HF H&S Program.
- B. Evidence of employee participation in a HF H&S Program.
- C. Demonstration that the workforce is knowledgeable about health-related risk factors that can lead to LMEC.
- C. Demonstration that the workforce is knowledgeable about health-related risk factors that can lead to LMEC.
- D. Information specific to the repair station is available on workplace exposures, demographics of the workforce, and health risks for the workforce.
- D. Information specific to the repair station is available on workplace exposures, demographics of the workforce, and health risks for the workforce.
- E. Obvious employee participation in selection of LMEC and methods used for their control.
- E. Obvious employee participation in selection of LMEC and methods used for their control.
- F. Evidence of an established working relation with existing Health and Safety programs at the repairs station.
- F. Evidence of an established working relation with existing Health and Safety programs at the repairs station.
- G. Evidence that age-related training is available to workers with emphasizes of this training on the age-related loss of visual acuity and hearing.
- G. Evidence that age-related training is available to workers with emphasizes of this training on the age-related loss of visual acuity and hearing.
- H. Evidence that interventions to prevent LMEC are promoted, accepted, and supported by the workforce.
- H. Evidence that interventions to prevent LMEC are promoted, accepted, and supported by the workforce.
- I. Access to the OSHA 300 records for occupational injuries and illnesses submitted to regulatory agencies.
- I. Access to the OSHA 300 records for occupational injuries and illnesses submitted to regulatory agencies.
- J. Development of a culture of safety within the workforce.
- J. Development of a culture of safety within the workforce.
- 5.4 Key References and Links
- 1. Centers for Disease Control and Prevention. (2009). “Nonfatal Occupational Injuries and Illnesses Among Older workers – Unites States, 2009” Morbidity and Mortality Weekly, 60(16), 503 – 508.
- 1. Centers for Disease Control and Prevention. (2009). “Nonfatal Occupational Injuries and Illnesses Among Older workers – Unites States, 2009” Morbidity and Mortality Weekly, 60(16), 503 – 508.
- 1. Centers for Disease Control and Prevention. (2009). “Nonfatal Occupational Injuries and Illnesses Among Older workers – Unites States, 2009” Morbidity and Mortality Weekly, 60(16), 503 – 508.
- 2. Luckhaupt S.E., Cohen M.A., Jia L.L., & Calvert F.M. (2014). “Prevalence of Obesity Among U.S. Workers and Associations With Occupational Factors” American Journal of Preventive Medicine, 46(3), 237-248.
- 2. Luckhaupt S.E., Cohen M.A., Jia L.L., & Calvert F.M. (2014). “Prevalence of Obesity Among U.S. Workers and Associations With Occupational Factors” American Journal of Preventive Medicine, 46(3), 237-248.
- 3. U.S. Dept. of Labor. “Hearing Conservation” OSHA 3074, 2002 (revised). This informational booklet provides a generic, non-exhaustive overview of the OSHA hearing conservation program, 29 CFR 1910.95.
- 3. U.S. Dept. of Labor. “Hearing Conservation” OSHA 3074, 2002 (revised). This informational booklet provides a generic, non-exhaustive overview of the OSHA hearing conservation program, 29 CFR 1910.95.
- 3. U.S. Dept. of Labor. “Hearing Conservation” OSHA 3074, 2002 (revised). This informational booklet provides a generic, non-exhaustive overview of the OSHA hearing conservation program, 29 CFR 1910.95.
- 4. U.S. Dept. of Labor. “Forms for Recording Work-Related Injuries and Illnesses” OSHA 2004. This document reviews recording injuries and illnesses on the OSHA 300 form.
- 4. U.S. Dept. of Labor. “Forms for Recording Work-Related Injuries and Illnesses” OSHA 2004. This document reviews recording injuries and illnesses on the OSHA 300 form.
- 5. Commission on Health and Safety and Workers’ Compensation. (2010). “The Whole Workers, Guidelines for Integrating Occupational Health and Safety with Workplace Well Programs.” University of California at Berkeley, Davis, and Los Angeles. This readable booklet provides guidelines for integrating a health and safety program with workplace health promotion programs.
- 5. Commission on Health and Safety and Workers’ Compensation. (2010). “The Whole Workers, Guidelines for Integrating Occupational Health and Safety with Workplace Well Programs.” University of California at Berkeley, Davis, and Los Angeles. This readable booklet provides guidelines for integrating a health and safety program with workplace health promotion programs.
- 6. National Quality Forum. “Multistakeholder Input on a National Priority: Improving Population Health by Working with Communities – Action Guide 1.0, Draft” April 2, 2014, funded by U.S. Department of Health and Human Services. This Guide provides steps useful to anyone interested improving the health of a group of people such as a workplace.
- 6. National Quality Forum. “Multistakeholder Input on a National Priority: Improving Population Health by Working with Communities – Action Guide 1.0, Draft” April 2, 2014, funded by U.S. Department of Health and Human Services. This Guide provides steps useful to anyone interested improving the health of a group of people such as a workplace.
- 7. Lee, D.J., Fleming, L.E., Gomez-Marin, O., LeBlanc, W.G., Arheart, K.L., Caban, A.J., Christ, S.L., Chung-Bridges, K., & Pitman, T. (2006). ”Morbidity Ranking of the U.S. Workers Employed in 206 Occupations: the National Health Interview Survey (NHIS) 1986 – 1994” Journal of Occupational and Environmental Medicine, 48(2), 117 – 134.
- 7. Lee, D.J., Fleming, L.E., Gomez-Marin, O., LeBlanc, W.G., Arheart, K.L., Caban, A.J., Christ, S.L., Chung-Bridges, K., & Pitman, T. (2006). ”Morbidity Ranking of the U.S. Workers Employed in 206 Occupations: the National Health Interview Survey (NHIS) 1986 – 1994” Journal of Occupational and Environmental Medicine, 48(2), 117 – 134.
- 8. Hirsch, I.R. “Update on Diabetes” Audio-digest Internal Medicine, 61(13) April 7, 2014.
- 8. Hirsch, I.R. “Update on Diabetes” Audio-digest Internal Medicine, 61(13) April 7, 2014.
- CONSIDERING HUMAN FACTORS
- ISSUES in Design and Installation
- Chapter 6
- Jason J. Brys
- Program Manager and Flight Test Engineer, Aircraft Certification Service, Federal Aviation Administration
- William B. Johnson, Ph.D.
- Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems, Federal Aviation Administration
- Aviation maintenance tasks and working environments vary considerably. The work can range from a builder/operator/owner of an experimental or light sport aircraft to an aviation maintenance technician (AMT) working the flight line or hangar for a large Part 121 carrier. Work might range from tasks requiring no individual AMT certification, to general aviation maintenance, where the certified AMT returns the aircraft to service. It also includes an airline or maintenance, repair, and overhaul (MRO) organizat
- Need for useable/understandable technical instructions, including instructions for continued airworthiness (ICAs) and FAA AC 43.13-1B and AC 43.13-2B.
- Need for useable/understandable technical instructions, including instructions for continued airworthiness (ICAs) and FAA AC 43.13-1B and AC 43.13-2B.
- Need for useable/understandable technical instructions, including instructions for continued airworthiness (ICAs) and FAA AC 43.13-1B and AC 43.13-2B.
- Requirements under 14 CFR Parts 43 and 21.
- Requirements under 14 CFR Parts 43 and 21.
- AMT and organizational determination to expose poorly written instructions and to inform responsible parties.
- AMT and organizational determination to expose poorly written instructions and to inform responsible parties.
- An orderly and logical approach to the maintenance task.
- An orderly and logical approach to the maintenance task.
- A “sanity check” to ensure that a new or replacement part/component/appliance is not only mechanically and electrically compliant with the existing hardware, but is also aligned with the AMTs who must operate and maintain the system.
- A “sanity check” to ensure that a new or replacement part/component/appliance is not only mechanically and electrically compliant with the existing hardware, but is also aligned with the AMTs who must operate and maintain the system.
- The willingness to ask for help when an AMT has questions on the tasks being performed.
- The willingness to ask for help when an AMT has questions on the tasks being performed.
- This chapter recognizes that an AMT may be the best person to ensure not only for safe physical installation, but also for alterations made to the aircraft, ensuring selected human-machine issues are addressed. For example,
- Visual access/viewing angles
- Visual access/viewing angles
- Visual access/viewing angles
- Readability
- Readability
- Use of color
- Use of color
- Use of color
- Glare
- Glare
- Nighttime applications
- Nighttime applications
- Panel real estate issues, especially with repeated, piecemeal installations
- Panel real estate issues, especially with repeated, piecemeal installations
- Integration of new technologies with existing controls and displays
- Integration of new technologies with existing controls and displays
- Management of avionics electrical loads during electrical system failures
- Management of avionics electrical loads during electrical system failures
- Reachability in the flight deck
- Reachability in the flight deck
- Load-shedding plan in electrical system failure events
- Load-shedding plan in electrical system failure events
- Pilot mental and physical workload/attention requirement
- Pilot mental and physical workload/attention requirement
- The AMT/installer cannot always solve the above sample list of issues. It may be necessary to consult with system users, local Federal Aviation Administration (FAA) Aviation Safety Inspectors, test pilots, and human factors specialists from the appropriate FAA Aircraft Certification Office. Maintenance training requirements are not heavy on system design and human-machine interaction. However, today’s maintenance personnel must be able to speak up and seek guidance when there appears to be a human factors i
- 6.1 Why Considering Human Factors Issues in Design and Installation Is Important
- A. Before performing any maintenance on aircraft, the installer must understand the requirements for installing equipment. Depending on the equipment and installation, there could be a gap between the documentation provided by the manufacturer and the data required to install the equipment. The equipment may have even been certified outside the environment in which you are installing (for example, the equipment may have been certified for a small airplane, but does not meet the requirements for a helicopter
- A. Before performing any maintenance on aircraft, the installer must understand the requirements for installing equipment. Depending on the equipment and installation, there could be a gap between the documentation provided by the manufacturer and the data required to install the equipment. The equipment may have even been certified outside the environment in which you are installing (for example, the equipment may have been certified for a small airplane, but does not meet the requirements for a helicopter
- A. Before performing any maintenance on aircraft, the installer must understand the requirements for installing equipment. Depending on the equipment and installation, there could be a gap between the documentation provided by the manufacturer and the data required to install the equipment. The equipment may have even been certified outside the environment in which you are installing (for example, the equipment may have been certified for a small airplane, but does not meet the requirements for a helicopter
- B. Original equipment manufacturer engineers, who may not be familiar with your specific installation, often write installation/repair instructions. If such instructions are not clear, make it your responsibility to notify the provider, and seek further guidance before performing the maintenance.
- B. Original equipment manufacturer engineers, who may not be familiar with your specific installation, often write installation/repair instructions. If such instructions are not clear, make it your responsibility to notify the provider, and seek further guidance before performing the maintenance.
- C. While installers are not necessarily human factors specialists, they are responsible for ensuring compatibility between the equipment and the end user. For the most part, the installer, to help ensure compatibility, can perform simple, practical evaluations.
- C. While installers are not necessarily human factors specialists, they are responsible for ensuring compatibility between the equipment and the end user. For the most part, the installer, to help ensure compatibility, can perform simple, practical evaluations.
- D. Proper attention to human factors during installation not only helps ensure effective equipment use but also satisfies the customer and user.
- D. Proper attention to human factors during installation not only helps ensure effective equipment use but also satisfies the customer and user.
- D. Proper attention to human factors during installation not only helps ensure effective equipment use but also satisfies the customer and user.
- 6.2 How to Consider Human Factors Issues in Design and Installation
- A. Talk to your customers. Ask them how they are going to use the new equipment. Are they going to use it all of the time? Do they fly only during the day, nighttime, VFR, IMC? Knowing how they might use the equipment might help you deliver something that would meet or exceed their expectations. It will also help meet the expectations of the equipment designer.
- A. Talk to your customers. Ask them how they are going to use the new equipment. Are they going to use it all of the time? Do they fly only during the day, nighttime, VFR, IMC? Knowing how they might use the equipment might help you deliver something that would meet or exceed their expectations. It will also help meet the expectations of the equipment designer.
- A. Talk to your customers. Ask them how they are going to use the new equipment. Are they going to use it all of the time? Do they fly only during the day, nighttime, VFR, IMC? Knowing how they might use the equipment might help you deliver something that would meet or exceed their expectations. It will also help meet the expectations of the equipment designer.
- B. Do your homework before starting.
- B. Do your homework before starting.
- 1. Coordinate the plan before buying the hardware.
- 1. Coordinate the plan before buying the hardware.
- 1. Coordinate the plan before buying the hardware.
- 2. Look at the installation material to identify any questions or concerns with the installation instructions as they pertain to your pending work.
- 2. Look at the installation material to identify any questions or concerns with the installation instructions as they pertain to your pending work.
- 3. Identify areas that may be affected by your modification. Those could include, but are not limited to:
- 3. Identify areas that may be affected by your modification. Those could include, but are not limited to:
- a. Ability to:
- a. Ability to:
- a. Ability to:
- View
- View
- View
- Read
- Read
- Reach
- Reach
- b. Adequate lighting (day and night). Perform simple lighting evaluations to check night lighting using a moving blanket to block out light. Then evaluate any necessary diming features.
- b. Adequate lighting (day and night). Perform simple lighting evaluations to check night lighting using a moving blanket to block out light. Then evaluate any necessary diming features.
- c. Use of colors for added annunciators in the flight deck, 14 CFR 23.1322 discusses the proper color use for flight deck alerts.
- c. Use of colors for added annunciators in the flight deck, 14 CFR 23.1322 discusses the proper color use for flight deck alerts.
- d. Adequate knowledge for the pilot of the newly installed system. The manufacturer may provide a recommended Aircraft Flight Manual Supplement or pilot’s guide.
- d. Adequate knowledge for the pilot of the newly installed system. The manufacturer may provide a recommended Aircraft Flight Manual Supplement or pilot’s guide.
- C. Consider a mock-up or prototype location before you start drilling or cutting holes. Check the planned installation with the owner/operator, if that is a reasonable option. However, you may have better experience, so weigh such input carefully.
- C. Consider a mock-up or prototype location before you start drilling or cutting holes. Check the planned installation with the owner/operator, if that is a reasonable option. However, you may have better experience, so weigh such input carefully.
- D. Check for experience of other installers or with FAA personnel who have seen and/or approved other similar installations.
- D. Check for experience of other installers or with FAA personnel who have seen and/or approved other similar installations.
- E. Do your homework and then have confidence in your experience and judgment.
- E. Do your homework and then have confidence in your experience and judgment.
- F. Use the following real-life example as a lesson for how human factors should be considered:
- F. Use the following real-life example as a lesson for how human factors should be considered:
- Figure 1. Helicopter with additional equipment installed.
- Figure 1 shows a news helicopter in which AMTs found a way to install a large amount of equipment that the operator of the aircraft wanted installed in the aircraft for testing. How could an AMT make sure that they install this equipment safely and properly? The first thing that comes to mind when looking at this installation is pilot compartment view. Could the customer’s pilot fly the helicopter in all phases of flight and still be able to see other traffic and obstacles with the equipment mounted in thes
- 1. There appears to be an extra interior light for TV lighting. Consider asking yourself when faced with a similar installation: How will this affect the pilot’s ability to see the instruments with the potential for additional glare on instruments as well as the ability to see outside of the airplane? (Tip: When doing interior glare evaluations, test pilots tend to wear white shirts, because not only do most professional pilots wear white shirts but also, they typically reflect more light back onto the inst
- 1. There appears to be an extra interior light for TV lighting. Consider asking yourself when faced with a similar installation: How will this affect the pilot’s ability to see the instruments with the potential for additional glare on instruments as well as the ability to see outside of the airplane? (Tip: When doing interior glare evaluations, test pilots tend to wear white shirts, because not only do most professional pilots wear white shirts but also, they typically reflect more light back onto the inst
- 1. There appears to be an extra interior light for TV lighting. Consider asking yourself when faced with a similar installation: How will this affect the pilot’s ability to see the instruments with the potential for additional glare on instruments as well as the ability to see outside of the airplane? (Tip: When doing interior glare evaluations, test pilots tend to wear white shirts, because not only do most professional pilots wear white shirts but also, they typically reflect more light back onto the inst
- 2. These installations add many flight deck controls for operating radios. Some appear to be easier to reach than others are. For these specific installations, consider sitting in the pilot’s seat with the seat restraints fastened and try to reach all of the radios. Try inputting frequencies. Can you read all of the markings on the control? Try doing this while moving the flight controls around. Do the cyclic or collective controls get in the way? Do you have to lean forward in the seat in order to operate?
- 2. These installations add many flight deck controls for operating radios. Some appear to be easier to reach than others are. For these specific installations, consider sitting in the pilot’s seat with the seat restraints fastened and try to reach all of the radios. Try inputting frequencies. Can you read all of the markings on the control? Try doing this while moving the flight controls around. Do the cyclic or collective controls get in the way? Do you have to lean forward in the seat in order to operate?
- 2. These installations add many flight deck controls for operating radios. Some appear to be easier to reach than others are. For these specific installations, consider sitting in the pilot’s seat with the seat restraints fastened and try to reach all of the radios. Try inputting frequencies. Can you read all of the markings on the control? Try doing this while moving the flight controls around. Do the cyclic or collective controls get in the way? Do you have to lean forward in the seat in order to operate?
- 3. Are there cautions and warnings associated with the installation? Are the visual alerts visible to the pilot? Are they visible with the flight controls moved around through their range of motion? Are there aural alerts? Are they the same volume as other aural alerts? Can the aural alerts be heard over the engine and other environmental noise in the flight deck during flight?
- 3. Are there cautions and warnings associated with the installation? Are the visual alerts visible to the pilot? Are they visible with the flight controls moved around through their range of motion? Are there aural alerts? Are they the same volume as other aural alerts? Can the aural alerts be heard over the engine and other environmental noise in the flight deck during flight?
- 4. Do you have enough electrical power and safe wiring for the additional electronics?
- 4. Do you have enough electrical power and safe wiring for the additional electronics?
- Some of this seems like common sense, especially if you know what you are installing and how it will be used. However, be sure to take care and consideration so as not to overlook something. After the installation job is completed, make sure that you take the time to look at the big picture to double check how everything is working together.
- 6.3 How to Know That Your Consideration of Human Factors Issues in Design and Installation Is Working
- A. You understand the requirements of installing the equipment and know where you need additional assistance or additional data to complete the installation.
- A. You understand the requirements of installing the equipment and know where you need additional assistance or additional data to complete the installation.
- A. You understand the requirements of installing the equipment and know where you need additional assistance or additional data to complete the installation.
- A. You understand the requirements of installing the equipment and know where you need additional assistance or additional data to complete the installation.
- B. There are fewer customer inquiries/complaints about newly installed hardware.
- B. There are fewer customer inquiries/complaints about newly installed hardware.
- C. Fewer reworks.
- C. Fewer reworks.
- D. Your customers increase their questions and ideas to improve or make other modifications to improve the aircraft.
- D. Your customers increase their questions and ideas to improve or make other modifications to improve the aircraft.
- E. Increased customer satisfaction.
- E. Increased customer satisfaction.
- 6.4 Key References and Links
- 1. Yeh, M., Jo, Y.J., Donovan, C. & Gabree, S. (2013). Human Factors Consideration in the Design and Evaluation of Flight Deck Displays and Controls. Washington, DC.: Federal Aviation Administration. November, 2013, Report No. DOT/FAA/TC-13/44.
- 1. Yeh, M., Jo, Y.J., Donovan, C. & Gabree, S. (2013). Human Factors Consideration in the Design and Evaluation of Flight Deck Displays and Controls. Washington, DC.: Federal Aviation Administration. November, 2013, Report No. DOT/FAA/TC-13/44.
- 1. Yeh, M., Jo, Y.J., Donovan, C. & Gabree, S. (2013). Human Factors Consideration in the Design and Evaluation of Flight Deck Displays and Controls. Washington, DC.: Federal Aviation Administration. November, 2013, Report No. DOT/FAA/TC-13/44.
- 2. Federal Aviation Administration (2013). Installation of Electronic Displays in Part 123 Airplanes. AC 23.1311-1C.
- 2. Federal Aviation Administration (2013). Installation of Electronic Displays in Part 123 Airplanes. AC 23.1311-1C.
- 2. Federal Aviation Administration (2013). Installation of Electronic Displays in Part 123 Airplanes. AC 23.1311-1C.
- 3. Federal Aviation Administration (1998). Acceptable Methods, Techniques, and Practices- Aircraft Inspection and Repair. AC 43.13-1B.
- 3. Federal Aviation Administration (1998). Acceptable Methods, Techniques, and Practices- Aircraft Inspection and Repair. AC 43.13-1B.
- 4. Federal Aviation Administration (2008). Acceptable Methods, Techniques, and Practices- Aircraft Alterations. AC 43.13-2B.
- 4. Federal Aviation Administration (2008). Acceptable Methods, Techniques, and Practices- Aircraft Alterations. AC 43.13-2B.
- 5. Federal Aviation Administration (2004). Standardized Procedures for Requesting Field Approval of Data, Major Altercations, and Repairs. AC 43-210.
- 5. Federal Aviation Administration (2004). Standardized Procedures for Requesting Field Approval of Data, Major Altercations, and Repairs. AC 43-210.
- 6. Read the manufacture’s documentation and instructions.
- 6. Read the manufacture’s documentation and instructions.
- 6.5 Related Regulations
- The list below focuses on small general aviation airplanes regulations, similar regulations can be found for Transport Category Airplanes and Normal and Transport Category Rotorcraft.
- – 14 CFR 23.143(c)-Control Forces (Strength)
- – 14 CFR 23.143(c)-Control Forces (Strength)
- – 14 CFR 23.143(c)-Control Forces (Strength)
- – 14 CFR 23.143(c)-Control Forces (Strength)
- – 14 CFR 23.771-Pilot Compartment (Fatigue, Concentration)
- – 14 CFR 23.771-Pilot Compartment (Fatigue, Concentration)
- – 14 CFR 23.773-Pilot Compartment View
- – 14 CFR 23.773-Pilot Compartment View
- – 14 CFR 23.777-Cockpit Controls (Reachability, Concentration)
- – 14 CFR 23.777-Cockpit Controls (Reachability, Concentration)
- – 14 CFR 23.1322-Warning, caution, and advisory lights (Perception)
- – 14 CFR 23.1322-Warning, caution, and advisory lights (Perception)
- – 14 CFR 23.1381-Instrument lights (View ability)
- – 14 CFR 23.1381-Instrument lights (View ability)
- – 14 CFR 23.1523-Minimum Flight Crew (Workload)
- – 14 CFR 23.1523-Minimum Flight Crew (Workload)
- MEASURING IMPACT and RETURN ON
- INVESTMENT
- Chapter 7
- William B. Johnson, Ph.D.
- Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems, Federal Aviation Administration
- The previous chapters of this Operator’s Manual have described programs and procedures that impact not only safety but also cost savings and other returns. Returns can include tangible paybacks to include:
- Maintenance Performance (like adherence to production schedules, ground damage, rework, post maintenance dispatch reliability, etc.)
- Maintenance Performance (like adherence to production schedules, ground damage, rework, post maintenance dispatch reliability, etc.)
- Maintenance Performance (like adherence to production schedules, ground damage, rework, post maintenance dispatch reliability, etc.)
- Operations Performance (like Schedule adherence, gate returns, cancellations, etc.)
- Operations Performance (like Schedule adherence, gate returns, cancellations, etc.)
- Employee Safety (lost time injuries, severity of injuries, etc.) (see Chapter 5))
- Employee Safety (lost time injuries, severity of injuries, etc.) (see Chapter 5))
- Human factors (HF) interventions often generate important outcomes that are more difficult to quantify and calculate. Examples include:
- Increased voluntary reporting of events and company follow-up (see Chapter 1)
- Increased voluntary reporting of events and company follow-up (see Chapter 1)
- Increased voluntary reporting of events and company follow-up (see Chapter 1)
- Increased peer-to-peer assessments and intra-worker coaching (see Chapter 1)
- Increased peer-to-peer assessments and intra-worker coaching (see Chapter 1)
- Increased root cause analyses (see Chapter 1)
- Increased root cause analyses (see Chapter 1)
- Increased adherence to procedures and technical instructions (see Chapter 2)
- Increased adherence to procedures and technical instructions (see Chapter 2)
- Increased reporting and correction of problems with procedures and technical Instructions (see Chapter 2)
- Increased reporting and correction of problems with procedures and technical Instructions (see Chapter 2)
- Evolving HF training based on specific company needs (see Chapter 3)
- Evolving HF training based on specific company needs (see Chapter 3)
- Increased attention to worker health and safety (see Chapter 5)
- Increased attention to worker health and safety (see Chapter 5)
- Including challenges associated with aging maintenance workforce (see Chapter 5)
- Including challenges associated with aging maintenance workforce (see Chapter 5)
- Increased management and worker sensitivity to worker schedules and fatigue management challenges (see Chapter 4)
- Increased management and worker sensitivity to worker schedules and fatigue management challenges (see Chapter 4)
- Expanded consideration of human factors issues in selection and installation of equipment (see Chapter 6)
- Expanded consideration of human factors issues in selection and installation of equipment (see Chapter 6)
- Targeted reduction of HF-related unwanted events
- Targeted reduction of HF-related unwanted events
- Reduction in regulator audit findings in relation to HF programs (effective interventions are applied as a result of safety investigations)
- Reduction in regulator audit findings in relation to HF programs (effective interventions are applied as a result of safety investigations)
- Increased worker ratings of integration of HF into environment and practices
- Increased worker ratings of integration of HF into environment and practices
- Specific integration of HF into Safety Management System (SMS) programs
- Specific integration of HF into Safety Management System (SMS) programs
- Specific integration of HF into Safety Management System (SMS) programs
- This chapter offers procedures to measure the impact and justify investments in human factors and other safety interventions. The tools described herein are relevant to other interventions that have quantifiable value.
- The intangibles, listed above, are excellent measures of a Safety Culture. However, airline and maintenance, repair, and overhaul (MRO) organizations are driven by finance and that cannot be ignored. In airlines and maintenance organizations, the task of calculating Return on Investment (ROI) is usually the purview of the corporate finance department. ROI is perceived to be a “number crunching” task that is outside the responsibility, qualifications, and interest of operationally oriented maintenance and sa
- The ideas presented here help not only measure and justify but also sustain multiple safety and human factors initiatives by offering a straightforward consideration of ROI.
- 7.1 Why Measuring Impact and Return on Investment Is Important
- A. Human Factors programs and some safety interventions are not mandated by regulation. Therefore, they must have demonstrable safety and cost impact.
- A. Human Factors programs and some safety interventions are not mandated by regulation. Therefore, they must have demonstrable safety and cost impact.
- A. Human Factors programs and some safety interventions are not mandated by regulation. Therefore, they must have demonstrable safety and cost impact.
- B. Safety and human factors professionals are often asked to “justify” their programs. ROI offers the means to provide the justification in the financial and safety terms necessary to convince corporate personnel regarding the safety impact and value of HF and other safety initiatives.
- B. Safety and human factors professionals are often asked to “justify” their programs. ROI offers the means to provide the justification in the financial and safety terms necessary to convince corporate personnel regarding the safety impact and value of HF and other safety initiatives.
- C. Impact statements and ROI calculations help maintenance and safety managers to offer a mid- and long-term view of such investments. Benefits from human factors and other safety interventions are seldom immediate. A long-term sustained program is necessary to create, foster, and maintain the culture change generated by attention to human factors issues.
- C. Impact statements and ROI calculations help maintenance and safety managers to offer a mid- and long-term view of such investments. Benefits from human factors and other safety interventions are seldom immediate. A long-term sustained program is necessary to create, foster, and maintain the culture change generated by attention to human factors issues.
- D. Motivation and enthusiasm for programs will continue as long as there is a quantifiable programmatic impact and financial payback.
- D. Motivation and enthusiasm for programs will continue as long as there is a quantifiable programmatic impact and financial payback.
- E. Sustainable safety and human factors programs should have a plan to collect measurable impact data to demonstrate ROI.
- E. Sustainable safety and human factors programs should have a plan to collect measurable impact data to demonstrate ROI.
- F. The process and software, available from the FAA Maintenance HF website (
- F. The process and software, available from the FAA Maintenance HF website (
- F. The process and software, available from the FAA Maintenance HF website (
- F. The process and software, available from the FAA Maintenance HF website (
- www.humanfactorsinfo.com
- www.humanfactorsinfo.com
- )5 has successfully demonstrated many ROI calculations in airline and MRO environments.
- 7.2 How to Calculate Return on Investment on Human Factors and Safety Programs
- (The information presented in this section has been available on the Federal Aviation Administration Maintenance HF website (
- (The information presented in this section has been available on the Federal Aviation Administration Maintenance HF website (
- www.humanfactorsinfo.com
- www.humanfactorsinfo.com
- )5 since 2009. It has been successfully applied by numerous airlines and other maintenance organizations since that time.)
- A. Useful cost justifications must be straightforward and easy to understand. ROI calculation does not require an economist. Maintenance and safety managers are best qualified for calculating ROI. They are the most knowledgeable of the likely costs, returns, and schedules that are necessary for an accurate calculation.
- A. Useful cost justifications must be straightforward and easy to understand. ROI calculation does not require an economist. Maintenance and safety managers are best qualified for calculating ROI. They are the most knowledgeable of the likely costs, returns, and schedules that are necessary for an accurate calculation.
- A. Useful cost justifications must be straightforward and easy to understand. ROI calculation does not require an economist. Maintenance and safety managers are best qualified for calculating ROI. They are the most knowledgeable of the likely costs, returns, and schedules that are necessary for an accurate calculation.
- B. Use small examples to calculate the return on human factors. Many small improvements add up and translate to big savings on big human factors projects.
- B. Use small examples to calculate the return on human factors. Many small improvements add up and translate to big savings on big human factors projects.
- C. Use relevant organizational data from the event investigation system (see Chapter 1).
- C. Use relevant organizational data from the event investigation system (see Chapter 1).
- D. Make ROI part of the discussion topics at maintenance meetings. Encourage ROI ideas from maintenance/engineering staff.
- D. Make ROI part of the discussion topics at maintenance meetings. Encourage ROI ideas from maintenance/engineering staff.
- E. How to calculate an ROI of a specific airport operations-related event:
- E. How to calculate an ROI of a specific airport operations-related event:
- 1. The basic equation for ROI is simple: divide benefit by cost (see Figure 1).
- 2. Estimate the annual cost of a particular type of event like personnel injury, equipment, damage, rework, etc. The extent to which events are addressed is called “Net Returns (Benefit).”
- 3. Determine the contributing factors to the event and estimate the cost to mitigate these factors. Keep it simple and call this “Investment (Cost).”
- 4. Estimate a reasonable “Probability of Success” that the “Estimated Return (Benefits)” will be successful. Say, for example, that you estimate an 80% “Probability of Success.” (If you are doing the ROI after-the-fact, then “Probability of Success” is not necessary.)
- 5. Multiply “Estimated Return (Benefits)” by “Probability of Success.” The result is the “Net Returns (Benefit).”
- 6. Divide (“Net Returns (Benefit)” minus “Investment (Cost)”) by “Investment (Cost).” This is the ROI.
- It may not be possible to achieve a positive ROI (>1.0) within the first year.
- Figure 1. Basic equation for ROI
- 7.3 How to Know that Impact Measurement and Return on Investment Are Working
- A. Discussion about ROI has increased among the ranks of maintenance management.
- A. Discussion about ROI has increased among the ranks of maintenance management.
- A. Discussion about ROI has increased among the ranks of maintenance management.
- B. The organization has identified and monitors impact measures like those listed in Section 7.1.
- B. The organization has identified and monitors impact measures like those listed in Section 7.1.
- C. The maintenance organization has conducted no fewer than five ROI calculations in the previous 12 months.
- C. The maintenance organization has conducted no fewer than five ROI calculations in the previous 12 months.
- D. ROI has been used to judge the value of a safety or human factors intervention at least two times in the past six months.
- D. ROI has been used to judge the value of a safety or human factors intervention at least two times in the past six months.
- E. A subgroup of mid-level maintenance managers have emerged as “mentors” for the ROI process.
- E. A subgroup of mid-level maintenance managers have emerged as “mentors” for the ROI process.
- 7.4 Key References and Links
- 1. Johnson, W.B. (2013). Show Me the Money - Show Me the Safety: Is that too much to ask? Presentation to 2013 AVS Workshop on The Transition From Event Reports to Measurable Organizational Impact. Atlanta, Georgia, June 25 – 26, 2013.
- 1. Johnson, W.B. (2013). Show Me the Money - Show Me the Safety: Is that too much to ask? Presentation to 2013 AVS Workshop on The Transition From Event Reports to Measurable Organizational Impact. Atlanta, Georgia, June 25 – 26, 2013.
- 1. Johnson, W.B. (2013). Show Me the Money - Show Me the Safety: Is that too much to ask? Presentation to 2013 AVS Workshop on The Transition From Event Reports to Measurable Organizational Impact. Atlanta, Georgia, June 25 – 26, 2013.
- 2. Johnson, W.B. & Avers, K. (2012). Calculating Safety ROI. AeroSafety World, November 2012.
- 2. Johnson, W.B. & Avers, K. (2012). Calculating Safety ROI. AeroSafety World, November 2012.
- 3. Johnson, W.B. (2011). Return on Investment on Safety Interventions. Ground Support Worldwide, October, 2011.
- 3. Johnson, W.B. (2011). Return on Investment on Safety Interventions. Ground Support Worldwide, October, 2011.
- 4. Johnson, W.B. (2006). Return on investment in human factors, Civil Aviation Training Magazine, April 2006. Available at
- 4. Johnson, W.B. (2006). Return on investment in human factors, Civil Aviation Training Magazine, April 2006. Available at
- 4. Johnson, W.B. (2006). Return on investment in human factors, Civil Aviation Training Magazine, April 2006. Available at
- http://hfskyway.faa.gov/2007/ROI_CAT%20Mag.pdf
- http://hfskyway.faa.gov/2007/ROI_CAT%20Mag.pdf
- .
- 5. www.humanfactorsinfo.com
- 5. www.humanfactorsinfo.com
- 5. www.humanfactorsinfo.com
- 5. www.humanfactorsinfo.com
- 5. www.humanfactorsinfo.com
- . The FAA website for maintenance human factors and ROI software.
- ACKNOWLEDGMENTS
- The Federal Aviation Administration gratefully acknowledges the following working group members and their organizations for willingly giving their knowledge and time:
- James W. Allen, MD, MPH
- Occupational and Environmental Health Physician
- Owner, Working Healthy Always, LLC
- Katrina Bedell Avers, Ph.D. (co-editor)
- Acting Branch Manager, Human Factors Research
- Federal Aviation Administration
- Jason J. Brys
- Program Manager and Flight Test Engineer, Aircraft Certification Service
- Federal Aviation Administration
- Colin G. Drury, Ph.D.
- President of Applied Ergonomics Group, Professor Emeritus
- State University of New York at Buffalo
- William B. Johnson, Ph.D. (co-editor)
- Chief Scientific and Technical Advisor for Human Factors in Aircraft Maintenance Systems
- Federal Aviation Administration
- Maggie J. Ma, Ph.D., CHFP
- Systems Engineer, Maintenance Human Factors, Commercial Aviation Services
- The Boeing Company
- William L. Rankin, Ph.D.
- Technical Fellow
- The Boeing Company (Retired)
- The authors thank S. Janine King, for editorial comment and overall assistance with quality assurance.
