ISIGsection 6.docx
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ISIGsection 6.docx
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ISIGsection6
6.ReviewingandAnalysingInformation
6.1IntroductiontoHumanError
6.1.1HumanFactors
HumanFactorsisanumbrellatermforthestudyofpeople'sperformanceintheirworkandnonworkenvironments.Humanfactorsisaboutunderstandinghowpeopleinteractwithsystemsandinterfaces,useequipment,interpretpolicies,workwithproceduresandmanuals,andoperatewithintheirworkingenvironment.Itisalsoabouttheirrelationshipwithotherworkcolleagues.
SomepeoplerefertoHumanFactorsandHumanErrorasiftheyaresynonymous,buttheyarenotthesame.
HumanFactorsisfieldofscientificknowledgedrawingfromestablisheddisciplinessuchasergonomics,physiology,psychologyandengineering.HumanErrorisreallytheoutcomeorconsequenceofourhumanfactorslimitations.
Thefollowingtopics,areusuallyconsideredtoencompassthefieldofhumanfactors.
6.1.2HumanFactorstopics
TheprincipalobjectiveofhumanfactorseffortsacrosstheairlinesGroupistocontinuallyimprovesafetyandefficiency,viathereductionandmanagementofhumanerroratthepersonalandorganisationallevel.Thisobjectiveisbasedontheunderstandingthathumanerrorcanneverbeeliminated,onlymanaged.Oneofthebestwaystomanageerroracrosstheorganisationisthroughcompanywidehumanfactorstrainingprograms,suchasCrewResourceManagement(CRM).CRMissimplytheapplicationofhumanfactorstrainingtoaircrew.
Thistrainingnowshallsquarelyfocusonprovidingaircrewwiththeskillstomanagetheconsequencesofhumanerror.Thisimpliesthaterrorisanormalandexpectedcondition,ofwhichtheconsequencesarejustasimportantasthecause.Inotherwords,itiswhatoperatorschoosetodoabouttheconsequencesoferrorthatisimportant,ratherthantheactofcommittingtheerroritself.
CurrentlyflightandcabincrewreceivethefollowingtraininginCRMandhumanfactors:
∙FlightandcabincrewnewhireCRMinductioncourse(2hours).
∙SecondOfficerCRMcourse(2days).
∙Cabincrewconversion(eg,longhaultoshorthaul)course(1.5hours).
∙FlightandcabincrewannualrefresherCRMcourseinconjunctionwithemergencyprocedurestraining(23hours).
∙Humanfactorsforcabincrewonboardmanagersandflightcrewcommandtrainees(2days).
OtherbusinessdivisionssuchasEngineeringTechnicalandMaintenanceServices(ETOMS)providehumanfactorstrainingfornewhireapprentices.ItisexpectedthatsimilartrainingcourseswillbeexpandedtootheroperationalareassuchasAirports,Freight,OperationsResourcesandCateringinthenearfuture.
6.1.3HumanError
Humanerrorisagenerictermthatinvolvesallthoseinstanceswhereaplannedactivityfailstoachieveitsintendedoutcome.Outcomesaregenerallythoughtofastheundesirableconsequencesthatareproducedorthepotentialforundesirableconsequences.Inthemoreforgivingcircumstancesofeverydaylife,learningfromone'smistakesisusuallyabeneficialprocess.However,inthecontroltower,theflightdeckortheaircraftcabin,sucheducativeexperiencescanhaveunacceptableconsequences.
Regardlessofindustrytype,accidentstatisticsappeartobedominatedbythecontributionofhumanerror.Withintheaviationdomain,humanerrorhasreportedlybeenthecauseofbetween7085%ofallaccidents.StatisticsfromtheNationalTransportationSafetyBoard(NTSB)alsoconsistentlyindicatethattheprimarycauseof80%ofailgeneralaviationaccidentsinvolvesthepilot,andinmanycasespilotfactorislistedastheonlycause.AccordingtofiguresfromtheInternationalCivilAviationOrganisation(ICAO)outlinedbelow,flightcrewerrorsareresponsibleforbetween6070%ofallaircraftaccidents.
6.1.4Primarycausefactorsofaircraftaccidents
PrimaryFactor
Numberofaccidents
Percentageoftotalaccidentswithknowncauses
Total
Last10yrs
Flightcrew
Aircraft
Maintenance
Weather
Airport/ATC
Miscellaneous
569
138
31
41
43
62
136
32
13
9
11
33
However,theabovestatisticsaremisleadinginthattheyarebasedontheprimarycause.Sinceflightcrewarepresentwhenmostaircraftaccidentsoccuritisnotsurprisingthattheflightcrewcontributiontoaccidentsandincidentsmaybeoverinflated.Asaresult,thereexistscontrastingviewsaboutthecontributionofhumanerrortoaccidentoccurrence.Themethodemployed,thetendencyforvictimblaming,andtheextenttowhichtheerror'soriginistraced,willeachinfluencethefinaldecision.Itmaybeunproductivetoaskwhatproportionofaccidentsareduetohumanerror,butmoreusefultoask,"howmuchdoeshumanerrorcontributetoaccidentsrelativetoothercontributingfactors"?
Inordertoanalysethevarietyofhumanerrors,manyattemptshavebeenmadetocategorisethem.However,thereisnouniversallyagreedclassificationofhumanerror.Asaresult,adiverserangeoferrortypesareused.Someofthesearehighlytaskspecificandonlyuseableinspecificsettings,whileothersaresobroadtheyhavelittleutility.
Whiletherearedifferenterrorcategorisationsystems,thereisgeneralagreementthathumanerrorcanbedividedintoeitherintendedorunintendedactions.
∙Intendedactionsarethosethatproceedasplannedbutfailtoachievetheirintendedoutcome.Theseactionsarelargelyduetojudgementormotivationalprocesses.
∙Unintendedactionsarethoseinwhichtherightintentionorplanisincorrectlycarriedoutorwherethereisafailuretocarryoutanaction.Theseactionstypicallyoccurduetoattentionalormemoryfailures.
Onesimpleclassificationschemebasedonintendedandunintendedactionshasbeendevelopedasaresultofextensiveflightdeckobservationsofcrewbehaviour.Thiserrorclassificationsystemhasbeenadoptedbyairlinestoassistinthecategorisationofunsafeacts.Behaviourisclassifiedintofiveerrortypes,whichareshownbelowandexpandedoninmoredetailinthenextsection:
ErrorTypes
Action
CommunicationsError
Unintended
ProficiencyError
Unintended
OperationalDecisionError
Unintended
ProceduralError
Unintended
IntentionalNoncompliance/Violation
Intended
Insummary,itispossibletodistinguishbetweentwomainapproachestohumanerror.Firstly,itmaybeagreedthatindividualsareresponsiblefortheirownactionsandthereforefortheerrorstheymake.Secondly,analternativeviewisthaterrorsareaninherentcomponentinallhumanperformance.Subsequentlyerrorsshouldbeplannedforandwhentheydooccur,thefaultshouldbetracedtothesystemdesignerratherthantheoperator.Thislatterviewisknownasthesystemororganisationalapproachtoaccidentsandisdiscussedinmoredetailbelow.
6.2TheOrganisationalAccident
Historically,therehavebeentwoapproachestoanalysingaccidents;thepersonandsystemapproaches.Thepersonapproachtendstofocusonactivefailures,whichareindividualerrorsandviolationsthathaveanimmediateadverseeffect.Atypicalinvestigationmayhaveexaminedsuchfactorsaspersonality,attitudes,skill,knowledge,aswellasthephysicalandemotionalstateoftheindividual.However,thepersonapproachdoesnottakeintoaccounttheorganisationalinfluencesontheindividual.
Theorganisationalapproachtoanalysingaccidentsassumesthaterroristheresultoflimitedrationality,thatis,peoplehavegoodintentionsbutareconstrainedbytheirknowledge,pointofviewandtheorganisationalenvironmentinwhichtheywork.Theorganisationalapproachhighlightstheinfluenceoftraining,experience,interfacesystems,andsupportsystemsonhumanerror,whichissimplyasymptomofunderlyingflawsinthesystem.Thisviewisillustratedinthediagrambelow,whichindicatesthatindividualsdonotoperateinavacuum,butrathertheirbehaviourisinfluencedbyavarietyoforganisationalconditions.
Operatorsarenotautonomous
OneofthemorewidelyknownorganisationalapproachestohumanerroristhatofProfessorJamesReason.AccordingtoReasonthehumancausesofmajoraccidentsarewidelydistributed,notjustwithinthesystem,butoftenoverseveralpreceedingyearstothefinalevent.Reason(1992)callsthesecumulativefactorslatentfailureswhich:
Arethosedecisionsoractions,thedamagingconsequencesofwhichmayliedormantforalongtime,onlybecomingevidentwhentheycombinewithlocaltriggeringfactors(thatis,activefailures,technicalfaults,atypicalsystemconditions,etc.)tobreachthesystem'sdefences.(p.476)
Whileactivefailuresaretypicallyoperatorerrors,latentfailuresmayresultfromerrorsinhighleveldecisionmaking,equipmentdesign,installation,planningandmaintenance.Thisapproachdoesnotsuggestthatindividualpsychologicalfactorshavenoparttoplayinaccidents,butarguesthatresearchandhistoryhaverepeatedlyshownthatfrontlineoperators(e.g.pilotsanddrivers)aremerelytheinheritorsofsystemdefectscreatedhigherupwithinasystem.
TheprinciplesunderlyingReason'sapproacharediscussedindetailinthenextsection.
6.3TheReasonModel
Fromananalysisoflargescaleaccidentsacrossvarioushighriskindustriessuchastransportormining,itisgenerallyagreedthattherearetwotypesoffailuresinvolvedinmostaccidentsandincidents:
1.ActiveFailurestheseareerrorsinwhichtheconsequencesareimmediate.Theyareusuallycommittedbypeoplewhohavedirectcontactwithequipment,eg.aircrew,andmayinclude:
•Failuretolowerthelandinggear.
•Failuretocorrectlyopenadoorinanemergency.
•Directingpassengerstothewrongexitdoor.
2.LatentFailuresthesearefactorswhichmayliedormantwithinasystemuntiltheyareactivatedbyas
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