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Causes of Accidents

1st group. Poor flight management.

2nd group. Poor organization of flight work.

3rd group. Low professional level of the crew.

4th group. Psychophysiological impact (manifestation) in flight.

5th group. Low level of discipline.

6th group. Design and manufacturing flaws of the aircraft.

7th group. Poor technical operation of the aircraft.

8th group. Poor air traffic control.

9th group. Poor flight support.

10th group. External active influences.

11th group. Unidentified reasons.

The human factor in the FS supply system

 

Human factor

In a high-tech industry such as aviation, the solution to safety problems is often focused on technical means. However, accident statistics have repeatedly confirmed that at least three out of four accidents are the result of errors made by apparently healthy individuals with the proper qualifications. In an effort to introduce new technologies as quickly as possible, they often forget about the people who need to interact with this equipment and use it.

It can be seen that the source of some of the problems that cause these incidents or contribute to them are:

• design flaws in equipment or inadequate procedures;

• either errors in professional training or inadequate operating instructions.

Whatever the reasons, understanding the person’s normal performance, the limits of his capabilities and his behavior under operational conditions is fundamental to understanding the concept of safety management. An intuitive approach to solving the problems of the human factor is unacceptable.

The human component is the most flexible and adaptable part of the aviation system, but at the same time it is most susceptible to influence that may adversely affect the results of its work. Since most of the incidents are the result of non-optimal human actions, there has been a tendency to explain them only as a human error. However, the term human error is not able to provide significant assistance in matters of safety management. Although he can indicate where a failure occurred in a given system, he does not give an answer as to why it occurred.

The error attributed to man could be a consequence of the construction; it could also be facilitated by inadequate equipment or inadequate training, imperfect rules or inadequate control cards or manuals. Moreover, the term human error makes it possible to mask hidden factors that must be brought to the surface in order to be able to prevent aircraft accidents. In the modern concept of security, human error is the starting point, not the end point. Initiatives undertaken as part of the safety management system are aimed at finding ways to prevent human errors that could jeopardize safety and to minimize the adverse effects of those errors that will inevitably occur. This requires an understanding of the operational context in which people make mistakes, that is, an understanding of the factors and conditions that affect a person’s performance in the workplace.

Model SHEL

  A simple conceptual tool for analyzing the components and characteristics of operational contexts and their possible interactions with people is the SHEL model.

The SHEL model (sometimes called the SHEL (L) model) can be used to visualize the relationships between the various components and features of the aviation system. The main emphasis in this model is on the individual and the human interface with other components and features of the aviation system.

The name of the SHEL model consists of the first letters of the English names of its four components:

• Software (S) - (procedures, training, software, etc.);

• Hardware (H) - (machinery and equipment);

• Environment (E) - (operating conditions in which the remaining components of the L-H-S system must function);

• Liveware (L) - (people in the workplace).

In fig. 8 shows a SHEL model. This flowchart provides an overview of the relationship of individuals with components and features of the workplace.

Live: person in the workplace. At the center of the SHEL model are people who are at the forefront of activity. Although people have an amazing ability to adapt, their performance is subject to significant fluctuations. People cannot be standardized to the same extent as equipment, so the boundaries of this block are not so simple and straightforward. People do not interact perfectly with the various components of the environment in which they work. In order to avoid tension, which can negatively affect a person’s actions, it is necessary to realize the consequences of inconsistencies at the border between the various SHEL units and the “Live” central unit. In the system, other components of the system must be carefully tailored to people.

A number of factors contribute to the roughness of the boundaries of the “Live” block. The most important factors that affect the performance characteristics of an individual are given.

• Physical factors, such as physical strength, growth, arm length, vision and hearing, provide a person with the physical ability to perform the required tasks.

 

Fig. 8. Model SHEL

• Physiological factors (for example, the presence of oxygen, general health and physical condition, illness or disease, tobacco, drug or alcohol consumption, personal stress, fatigue and pregnancy) are factors that affect the internal physical processes in a person and may have adverse effects influence on its physical and cognitive characteristics.

• Psychological factors, such as the adequacy of training, knowledge and experience, as well as workload, are factors that affect a person’s psychological readiness to cope with all the circumstances that may arise.

• Psychosocial factors include all external factors in the social system of people that exert pressure on them in a working and non-working environment (for example, a conflict with the boss, labor disputes with the administration, death in the family, personal financial problems or other domestic friction). The SHEL model is particularly useful in order to visualize the relationships between the various components of an aviation system.
Liveware - Hardware (person - machine)

• Liveware — Hardware (L – H). When it comes to human actions, the interface (relationship) between a person and a machine is most often considered. It determines the way a person interacts with the physical production environment (for example: the design of the seats, taking into account the physique, touch-sensitive displays, taking into account the possibilities of assimilation of information by the user, as well as controls with user-friendly functioning, coding and placement). However, a natural tendency for a person to adapt to inconsistencies of the L – H interface is characteristic. Such a tendency can hide serious shortcomings that will appear only after the event.