unit 2 introduction to human factors in aviation presentation
DESCRIPTION
Human FactorsTRANSCRIPT
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Introduction to Human Factors in Aviation
AVIA 4000, Special Projects: Human Factors in Aviation
Raymond E. Cain, Jr., Ph.D., Instructor
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Lesson Objectives
After completing this unit of instruction, the student will be able to demonstrate the following:
Define the term human factors Describe the types of problems that human factors attempts to solve Translate the history, evolution, and development of human factors into
novel solutions Explain the utility of viewing human factors from the SHEL(L) perspective List the components of the SHEL(L) model Describe the major characteristics of each SHEL(L) model component Explain the interaction of liveware to itself and to the other components
of the SHEL(L) model Apply the SHEL(L) model to complex human factor problems
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What is Human Factors?
Generally speaking, human factors is the study of the interaction between humans and their environments. The operative work here is interaction and it suggests the dynamism that encompasses mans relationship with the things of creation and the things he creates. Itthat is to say human factors and its associated interactionsalso, nonetheless, describes the boundaries or interfaces at which things may go terribly awry. So, it is also a study of fit between the human, its creations, and its environment.
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Definition of Human Factors
Human factors (or ergonomics) may be defined as the technology concerned to optimize the relationships between people and their activities by the systematic application of the human sciences, integrated within the framework of system engineering
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Debunking the definition
Human factors and ergonomics are used synonymously; however, ergonomics is usually associated with design
Human factors is problem oriented rather than discipline centered
Human factors involves people and their activities Human sciences comprise all those studies of the structure and
nature or human beings, their capabilities and limitations, and their behavior both singly and in groups
Ergonomists integrate their contributions with those of other people
The optimization of relationships comprises two sets of criteria: human wellbeing and the effectiveness of system performance
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Evolution of Human Factors
18801890 Taylors and Gilbreths time in motion studies
19241930 Western Electrics Hawthorne Effect 19401945 The Cambridge Cockpit (Design/layout
in a simulator) 1950the Ergonomics Research Society (United
Kingdom) The word ergonomics was coined by Professor K.F.H.
Murrell and means the science of work
1957Human Factors Society (United States) 1961International Ergonomics Association
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Emergence of Aviation Human Factors
1971 Human Factors in Transport Aircraft Operations Started at Longhborough University in England
197520th Technical Conference of IATA Something amiss related to the role and performance of man in
civil aviation HF educational gap existed in aviation transportation
1976ASRS set up in the US 1977Tenerife 1978KLM provided the first human factors awareness
program 1982CHIRP set up in the UK
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Examples of Human Factors Problems
Human behavior and performance Cognitive processes (e.g., situation awareness,
decisionmaking, judgment, etc.) Design
Hardware Controls and displays Flight decks, aircraft cabins, public facilities
Software
Communications Human resource selection and training
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The integration model: SHEL
Softwarerules, regulations, laws, orders, standard operating procedures, customs, practices, and habits which govern the manner in which the system operates and in which the information in it is organized
Hardware (physical property)buildings, vehicles, equipment, materials, etc.
Environment
Livewarehuman beings
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The SHEL(L) Model
The SHEL Model was originally conceived by Elwyn Edwards in 1972
Edwards conceptualized human factors as the interface between humans (Liveware) and the Software and tools (Hardware) they use within an Environment (p. 3).
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The Original SHEL Concept
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The SHEL ModelInterrelationships
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The SHEL Modelillustrating the interrelationships
between the three types of system
resources and their environment
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H S
E
1. The lines joining the system
components represent the
interfaces through which
energy and information are
interchanged
2. It is at these boundaries
that many of the systems
problems occur under
operational conditions
3. It is certainly true that
mismatches at the interfaces,
rather than catastrophic failures
of single components, typify
aviation disasters
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Hawkins SHEL Adaptation The SHEL model was modified into a building block concept in 1984 by Frank H. Hawkins
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Assumptions of the SHEL model
No arrangement of hardware, software, and liveware exists in vacuo
These resources operate in the context of an environment made up of physical, economic, political, and social factors The environment consists of those factors or
elements that are NOT in the control of system designers
Further, this is simply a convention to distinguish our system from the rest of the universe
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Livewarequintessentially it!
Liveware (or the human) is the most important component of the SHEL model
The study of liveware interactions between and among other SHEL components requires a multi and interdisciplinary approach, for example . . . Medicine Physiology Psychology Ergonomics
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The SHEL model: LH Interface
Knowledge of both component types is necessary
The ergonomist provides expertise concerning the liveware component
The systems engineer provides expertise concerning the hardware component
However, each system component may, to some extent, be tailored to suit the characteristics of the other
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The SHEL model: LH Interface
Liveware CANNOT be fundamentally redesigned Its properties are variable only within relatively narrow limits
Other system resources may be contrived to fulfill their roles Design decisions are bounded only by the laws of nature,
constraints imposed by the environment, and by the limit of the designers ingenuity
System design must first accept liveware characteristics followed by the design of other resources to match these human properties, which must be accepted as a given This approach is frequently inhibited by an inherent human
tendency to design for individuals as they should be, or as they are mistakenly believed to be
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The SHEL model: LS Interface
The pilot must conform to several sets of rules, regulations, conventions, and operating procedures
Software must not be in conflict with human characteristics It is futile to formulate rules that cannot be followed
Thus, during a violations investigation, were the rules, rather than the violators, at fault?
Since most rules and regulations are codified in paper form, these documents are hardware Therein lies another issue: the relative availability and
interpretability of these documents
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The SHEL model: LE Interface
Factors over which designers and operators have no control physical environment
temperature radiation air pressure weather
political and economic constraints deregulation oil prices supply and demand
changing circumstances
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Examples of SHEL interface errors
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Poor Equipment Design
Poor Procedures and Difficult Manuals
Poor Comfort Environment and Effects of Jet Lag
Poor Communication, Leadership, Followership, Teamwork, and DecisionMaking
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Adding the Third Dimension
Systems typically comprise several units of each type of resource thus, more opportunity for failures
HH plug and socket design signal data formats impedance matching
SS operating procedures versus rules and regulations versus
aircraft certification
LL interrelations among crews, cabin staff, ATC, ground crews,
and other personnel
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ThreeDimensional SHEL Model
The threedimensional SHEL Model: additional dimensions have been added to the model to emphasize that systems typically comprise several units of each type of resource
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SHELCommand & Authority
Coordination of team (crew) efforts the crew commander must achieve satisfactory working
relationships neither an overbearing, dictatorial approach (command
role overemphasized) nor one in which the command function is obscured (command role underemphasized) will be satisfactory
TransCockpit Authority Gradient (TAG, Edwards, 1975) the variable to be optimized ensures a uniformly high standard of flight-deck
management and interpersonal relationships
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How should flight crews interact in the cockpit?
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What is the appropriate gradient for symbiosis?
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SHELSystem Stability
A welldesigned system exists in a state of equilibrium, which is dependent upon highly interactive links between its component parts
Any changeseven smallwithin a SHEL system may have far-reaching, undesirable, deleterious consequences
Even in the absence of modifications to resource components, continuous review of a dynamic system is necessary in order to adjust for changes beyond the control of the system designers and managers
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SHELSkill & Error To Err is Human!!
Humans have the capacity to acquire and employ skills
However, the notion of skill is inseparable from that of error
The philosophy of HF is to study the nature of error, and having done so, to take the necessary steps to control it, minimize it, mitigate it, and eliminate any deleterious effects of it
From this posture, it is known that errors can be classified into types having different etiologies and different treatments
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LCentered Approaches to Error
The most fruitful component to modify is L? Through training
Through education
However, there may be tradeoffs to consider between the choice of training (L), of equipment modification (H), or of procedural changes (S)
A second humancentered approach to error is to determine the point in the sequential chain of human information processing at which a breakdown occurred
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LCentered Approaches to Error
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LCentered Approaches to Error
When assessing human information processing error, the result of such an analysis should suggest ways in which the probability of error may be
diminished, and appropriate means of detection and correction
Management skills are equally susceptible to this approach Failures in communication Inadequacies in the form of leadership provided
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The Contemporary Scene
HF has the task of keeping abreast of new developments in hardware technology
Much of the current activity centers around the introduction of sophisticated automatic systems
Pilots tasks are now little concerned with the direct control of aircraft but with providing strategic decision making and supervisory management of the automatic systems
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Humans are well human!!
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