Aviation Safety Program - Essay Example

Aviation Safety Program (Accident Incident & Preparedness Program) Table of Content Chapter Page 0 An Overview 02 2.0Introduction 04 3.0 HFACS 04 4.0 Human Factor Engineering 06 5.0 The Solution 07 6.0 Security Concerns 09 7.0 Conclusion 10 8.0 Appendix 11 1.0 An Overview The Aviation industry has been witnessing fluctuating fortunes of late, including the none- too-healthy rise in fatal accidents. Accidents attributed to human error and terrorism has been making headlines across the globe in newspaper ever so often these days. Decline in safety standards, reduction in qualified ground staff, and lapses in security practices can be attributed to some of the causes. Terrorism is a major worry for the aviation industry and governments alike. The incidence on that fateful day of 9/11 still reverberates through our mind. The security blunder that took thousands of lives on that fateful day is still a cause for debate. How could a few terrorists manage to walk through security, and after hijacking the planes, crash them into prominent, high-security areas in New York and Washington D.C This security lapse may well go down in history as the biggest human error to be recorded in the modern times. The airport security got it all wrong. This factor is applicable to other fields as well. The risk of deliberate acts of terrorism, sabotage, vandalism and theft can cause the release of highly hazardous chemicals and biological gases from a process facility. This could have severs repercussion. Unless managed properly, the result could have catastrophic impact on civilization. The risk from such acts must be assessed to determine if existing security measures and safeguards are adequate or need improvement. Risk assessment is the heart of a security program (Human Factors and Human Error Analysis, http://www.primatech.com/consulting/services/human_factors_and_human_error_analysis.htm) People are key components of the process. They are involved in process design, production, operation, maintenance, and security. No step in the process life cycle is complete without some human involvement. Also, processes are generally not well-protected from human errors since many safeguards are directly focused on equipment failure. This is evidenced by the number of major accidents that have been attributed to this cause. Aviation is no different. Technical flaws, mechanical malfunctions, security lapses, and human error have all been attributed to aviation accidents. The human factor is perhaps the major cause for concern in safety procedures. It is vital that the factors influencing the likelihood of errors be identified and assessed to determine where, and if improvements in design of a process are needed. Surprising but true, human factor is most poorly understood in safety management. However, the standards from regulatory agencies and industry groups have underscored the importance of addressing human factors in process safety and risk management programs. This is motivating more companies to evaluate and address human factors issues in their facilities. Improving the human factors design of a process can produce not only improvements in safety, but also gains in quality, productivity and job satisfaction (Human Factors and Human Error Analysis, http://www.primatech.com/consulting/services/human_factors_and_human_error_analysis.htm) 2.0 Introduction "The Human Factors Analysis and Classification System (HFACS), is a general human error framework developed and tested within the U.S. military as a tool for investigating and analyzing the human causes of aviation accidents. Based on Reason's (1990) model of latent and active failures, HFACS addresses human error at all levels of the system, including the condition of aircrew and organizational factors. This was used to analyze human error data associated with commercial aviation accidents that occurred between January 1990 and December 1996 due to human error (aircrew). The study led investigators to accommodate all the human causal factors associated with the commercial aviation accidents using the HFACS system. In addition, the classification of data using HFACS highlighted several critical safety issues in need of intervention research. This report however holds good only with the aircrew. Research is yet to examine its applicability with regards aircraft maintenance and air traffic control domains" (Human Error Analysis of Commercial Aviation Accidents: Application of the Human Factors Analyses and Classification System (HFACS), Wiegmann,, D.A. and Shappell, S.A., Aviation, Space, and Environmental Medicine, Vol. 72, 2001, pp. 1006-1016, http://www.beta-research.com/r0360302abstract.html) Experts in aviation have developed safety training focused on effective team management, known as Crew Resource Management (CRM). 3.0 HFACS Human Factors Analysis and Classification System (HFACS) is a theoretically based tool for investigating and analyzing human error associated with accidents and incidents. Research has shown that HFACS can be reliably used to analyze the underlying human causes of both commercial and general aviation (GA) accidents. These analyses have helped identify general trends in the types of human factors issues and aircrew errors that have contributed to civil aviation accidents. To stop such human error caused by negligence and carelessness, the remedy should start at the grass-root level itself. It's quite difficult to find an incident that was the doing of an individual. Invariably, most of the accidents that have been recorded and investigated into pointed to a common feature- a chain of events that culminated with unsafe practices by aircrew. It's not hard to understand the reason behind this. Stress! Humans are prone to make mistakes, but at what cost The study conducted by HFACS has proved that it is human error that caused most accidents and that they could have been avoided to a large extent. "From Heinrich's (Heinrich, Peterson, & Roos, 1931) Axioms of industrial safety, to Bird's (1974) "Domino theory" and Reason's (1990) "Swiss cheese" model of human error, a sequential theory of accident causation has been consistently embraced by most in the field of human error. Particularly useful in this regard has been Reason's (1990) description of active and latent failures within the context of his "Swiss cheese" model of human error. In his model, Reason describes four levels of human failure, each one influencing the next" (Human Error Analysis of Commercial Aviation Accidents: Application of the Human Factors Analyses and Classification System (HFACS), Wiegmann,, D.A. and Shappell, S.A., Aviation, Space, and Environmental Medicine, Vol. 72, 2001, pp. 1006-1016, http://www.beta-research.com/r0360302abstract.html) 4.0 Human Factor Engineering What is human factor engineering "In a relative sense, human factors engineering is a term used to describe disciplines that study user's appreciation and interaction with products. Products could be anything from engineering design to branding, product psychology, user-interface designs, and education and so on. Another name for human factor engineering is ergonomics, and may occasionally be shortened to simply human factors or human engineering. Psychologists and other experts, including engineers, designers, and computer programmers would judge how a human would interact with an existing product. The services of other professionals were also used at times. The idea behind such tests were to see how compatible a human being is to a given product and develop it to suit him. World War II was an ideal platform for these experts to test human factor engineering, when this theory was used to address airplane design so that new airplanes could be built to allow pilots to assimilate multitude of information. The 1950s saw human factors become a full-fledged discipline, giving birth to a number of niche fields such as biomechanics and engineering psychology". (What is Human Factor Engineering http://www.wisegeek.com/what-is-human-factors-engineering.htm) It must be mentioned that there were tests conducted on other areas as well. Though it was primarily targeted at the industrial and defense sectors initially, the 1980s saw this technology move into the consumer market as well. The advent of computers made people sit up and look at the emergence of this engineering marvel. Software development was a key area of concentration. Humans needed strong user interfaces to run these machines, and it was but natural for human factor engineering to play a key role in defining the look and feel of the computers of today. Another point that reflects the importance of human factor engineering is the design and creation of furniture. It has been seen that it is necessary for an individual to have the right kind of furnishing or workstation to improvise. Unless an architect has the facility of a draught table and focus lights, he or she may not be able to produce a convincing blue-print. Similarly, if a computer programmer doesn't have the right choice of furniture, work becomes troublesome. Ergonomics or biomechanics as it is referred to at times, is here to stay. Simply put, human factors engineering seeks to reduce the stress that is associated with most people at their workplace. The ultimate goal is to develop a complete non-polluted, non-taxing, carefree atmosphere when using a product, either tangible or virtual. The future of human factors is very exciting, with revolutions in voice interaction, 5.0 The Solution Because accident rates are very low and "near misses" are voluntarily reported Crew Resource Management (CRM) effectiveness cannot be judged. However, researchers have developed tools that assess the effectiveness of CRM in other ways. These are targeted at the aviation flight crew. These tools include attitudinal surveys and peer performance rating questionnaires: The NASA/University of Texas Line/LOS Checklist (LINE/LOS Checklist), The Cockpit Management Attitudes Questionnaire (CMAQ), and The Flight Management Attitudes Questionnaire (FMAQ) The LINE/LOS Checklist is used to rate crew performance on critical behaviors during specific segments of flight, and they are graded depending on their high level of competency. (Study Design and Outcomes, Laura Pizzi, PharmD, Neil I. Goldfarb, David B. Nash, MD, MBA, Crew Resource Management and its Applications in Medicine, Thomas Jefferson University School of Medicine, and Office of Health Policy & Clinical Outcomes Page 502, Chapter 44) The grading based on different performance parameters range across 4 levels, from poor to outstanding. Once the aircrew is put through these tests, they are recommended for their airworthiness. In contrast, CMAQ is used to evaluate the attitudes of crewmembers within and between organizations, pre and/or post CRM training. Results are intended to serve as a proxy for measuring crew process and performance. The instrument has been validated by comparing self-reported attitudes with performance ratings made by experienced Check Airmen, experts trained in peer evaluation. The FMAQ is a revised version of the CMAQ that was developed by Helmreich and colleagues in response to attitudinal differences observed in flight crews from different countries. (Study Design and Outcomes, Laura Pizzi, PharmD, Neil I. Goldfarb, David B. Nash, MD, MBA, Crew Resource Management and its Applications in Medicine, Thomas Jefferson University School of Medicine, and Office of Health Policy & Clinical Outcomes Page 502, Chapter 44) Among other things, crew should be taught to handle conversations with other members of the aviation industry. Conversation between pilots of an aircraft with controllers is imminent. Pilots should have had English training programs. This will help them in maneuvers to avoid mid-air collisions. Then there is the training imparted in CRM that trains crew on how to avoid errors, that comes under the aircrew coordinating training (ACT). Observation of crew performance in simulated flights has also been used. These apart, ground staff also need to coordinate with the airlines and controller to foresee that no unforeseen danger lurks during take-off and landing. Technical personnel on ground should be made accountable for their duty. In all, the whole operation to a safe and enjoyable flight lies in the systematic operation of the crew, the control, and the ground staff. A checklist of each participant's duty at work, supported by professional guidance and training will go a long way in reducing the number of aviation accidents. 6.0 Security Concerns Security is of primary concern to an individual as is to a country. Minority groups that claim to support ethnic groups, seek to leash terror on civilized nations through barbaric and unethical practices. Countries around the globe are witness to this tyranny on their land. Security lapses have led to mass destruction and loss of innocent lives. Security is man-made and quite unfortunately human error at this level could lead to a catastrophe. The latest report on the controversy raging over whether a Dubai based company, Dubai Ports World, should run U.S ports has hit the headlines. Ports are high risk business hubs, and almost anything can be brought into the country without a trace. No level of training and scrutiny can tantamount to national security. As observed by William Neikirk in the Chicago Tribune "The Government Accountability Office last week cited the need for improved security at chemical facilities, particularly in urban areas, and said the government needed more power to require it". He further went on to add that, "Ports have many security problems that go beyond who runs them, numerous experts say. Nuclear plants, trains, subways, shopping centers and other critical infrastructure, such as companies and utilities that provide water, gasoline and food are potential targets with a number of weak points. Though aviation security has dramatically improved, experts say that cargo and the backgrounds of those who service airplanes need to be screened more closely. Computer systems are considered subject to cyber-attack, and border security should be strengthened" (Holes in national security go beyond ports, BY William Neikirk, Chicago Tribune Posted on Mon, Mar. 06, 2006, http://www.mercurynews.com/mld/mercurynews/news/politics/14029436.htm) 7.0 Conclusion Safety programs devised by ATC and CRM have made an impact with aircrew. The numbers of accidents have reduced dramatically in the past few years. The ongoing process to bring down the risk of human error is encouraging. Despite this, there is still a hint of doubt because of security concerns. This is one area that needs to be dealt with seriously. Humans are born to err, but should it be at national security 8.0 Appendix Human Factors and Human Error Analysis, http://www.primatech.com/consulting/services/human_factors_and_human_error_analysis.htm Human Error Analysis of Commercial Aviation Accidents: Application of the Human Factors Analyses and Classification System (HFACS), Wiegmann,, D.A. and Shappell, S.A., Aviation, Space, and Environmental Medicine, Vol. 72, 2001, pp. 1006-1016, http://www.beta-research.com/r0360302abstract.html) What is Human Factor Engineering http://www.wisegeek.com/what-is-human-factors-engineering.htm Study Design and Outcomes, Laura Pizzi, PharmD, Neil I. Goldfarb, David B. Nash, MD, MBA, Crew Resource Management and its Applications in Medicine, Thomas Jefferson University School of Medicine, and Office of Health Policy & Clinical Outcomes Page 502, Chapter 44) Holes in national security go beyond ports, BY William Neikirk, Chicago Tribune Posted on Mon, Mar. 06, 2006, http://www.mercurynews.com/mld/mercurynews/news/politics/14029436.htm) Read More