ICAO CIRCULAR 300-2003 Human Factors Digest No 15 - Human Factors in Cabin Safety Printed 11 2003《人为因素文摘No 15 机舱安全性的人为因素 印刷日期 2003年11月》.pdf

《ICAO CIRCULAR 300-2003 Human Factors Digest No 15 - Human Factors in Cabin Safety Printed 11 2003《人为因素文摘No 15 机舱安全性的人为因素 印刷日期 2003年11月》.pdf》由会员分享，可在线阅读，更多相关《ICAO CIRCULAR 300-2003 Human Factors Digest No 15 - Human Factors in Cabin Safety Printed 11 2003《人为因素文摘No 15 机舱安全性的人为因素 印刷日期 2003年11月》.pdf（64页珍藏版）》请在麦多课文档分享上搜索。

1、Cir 300AN/173Human FactorsDigest No. 15November 2003Approved by the Secretary Generaland published under his authorityInternational Civil Aviation OrganizationHuman Factors inCabin SafetyCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo repro

2、duction or networking permitted without license from IHS-,-(i) FOREWORD Safety of the civil aviation system is the major objective of ICAO. Considerable progress has been made, but additional improvements are needed and can be achieved. It has long been known that less than optimum human performance

3、 underlies the majority of aviation accidents and incidents, indicating that any advance in this field will have a significant impact on the improvement of aviation safety. This was recognized by the ICAO Assembly, which in 1986 adopted Resolution A26-9 on Flight Safety and Human Factors. As a follo

4、w-up to the Assembly Resolution, the Air Navigation Commission formulated the following objective for the task: To improve safety in aviation by making States more aware and responsive to the importance of human factors in civil aviation operations through the provision of practical human factors ma

5、terial and measures developed on the basis of experience in States, and by developing and recommending appropriate amendments to existing materials in Annexes and other documents with regard to the role of human factors in the present and future operational environments. Special emphasis will be dir

6、ected to the human factors issues that may influence the design, transition and in-service use of the future ICAO CNS/ATM systems. One of the methods chosen to implement Assembly Resolution A26-9 is the publication of guidance materials, including manuals and a series of digests, which address vario

7、us aspects of Human Factors and their impact on aviation safety. These documents are intended primarily for use by States to increase the awareness of their personnel on the influence of human performance on safety. The target audience of Human Factors manuals and digests is the managers of both civ

8、il aviation administrations and the airline industry, including airline safety, training and operational managers. The target audience also includes regulatory bodies, safety and investigation agencies and training establishments, as well as senior and middle, non-operational airline management. Thi

9、s digest is an introduction to the latest information available to the international aviation community on relevant Human Factors considerations for aircraft passenger cabin safety. OVERVIEW Chapter 1 describes how cabin crew training is geared towards the development of emerging competencies in sup

10、port of the establishment and maintenance of high team performance standards. This has been achieved with the development of a CRM-based team approach to solving complex operational problems. Chapter 2 addresses the fact that critical safety briefings are usually ignored by passengers. The safety br

11、iefings content and procedures need to be enhanced to optimize their potential safety benefit. Chapter 3 presents the numerous issues surrounding aircraft exit and evacuation. There are several aspects of aircraft exit and evacuation that can help mitigate the risk of severe injuries. The completion

12、 of a safe evacuation is highly dependent on the usability of safety equipment. It also depends on a relevant Human Factors aspect which is the competent management of passenger behaviour (e.g. disruptive passengers) for the safety of others. Disruptive, competitive behaviours have been reported in

13、studies of evacuations with monetary incentives and in accident reports where evacuations have taken place during a cabin fire. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-

14、(ii) ICAO Circular 300-AN/173 Chapter 4 highlights several central organizational considerations, such as culture, policy development and implementation, and error management, all of which directly impact the attainment of operational objectives. These organizational factors need to be carefully con

15、sidered so that they can support a human-centred safety and security culture throughout an organization. A brief overview of error management elements is also presented. Appendix A lists Annexes to the Convention on International Civil Aviation that include Human Factors Standards and Recommended Pr

16、actices. Appendix B describes human strength limits in the creation of design guides. Appendix C provides information on Human Factors audit elements for cabin crew training. Appendix D contains the Bibliography. _Copyright International Civil Aviation Organization Provided by IHS under license with

17、 ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-(iii) TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v) General . . . . . . . . . . . . .

18、. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v) Definition of Human Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v) A framework of Human Factors . . . . . . . . . . . . . . . . . . . . .

19、 . . . . . . . . . . . . . . . . . . . . . . . . (v) Liveware the individual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vi) Human-technology interactions (liveware-hardware (L-H) interface) . . . . . . . . . . . . . . (vii) Human-procedures int

20、eractions (liveware-software (L-S) interface) . . . . . . . . . . . . . . . (vii) Human-human interactions (liveware-liveware (L-L) interface) . . . . . . . . . . . . . . . . . . (vii) Human-environment interactions (liveware-environment (L-E) interface). . . . . . . . . . . . (viii) Human error . .

21、 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (viii) Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (ix) Acknowledgement . . . . . . . . . . . . . . . .

22、 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (ix) Chapter 1. Human Factors in teams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Team performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23、 . . . . . . . . . . . . . . . . . . . . 1 Team leadership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Team performance in different aircraft types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crew resource manage

24、ment and team performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cultural diversity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25、 . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Chapter 2. Communication and coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26、 . . . . . . . 6 Cabin and flight crew communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Crew briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Communications systems . . . . . . .

27、 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Safety briefing messages and signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Accessibility and availability of safety information . . . . . . . . . . . . . . . . . . . . . . . .

28、 . . . . 10 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Chapter 3. Abnormal events and conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Standard operating procedu

29、res (SOPs) under abnormal conditions . . . . . . . . . . . . . . . . . . . . 12 Aircraft exit and evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Communication during evacuations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30、 . . . . . . . . . 15 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Evacuation slides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Lighting . . . . . . . .

31、. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Cabin fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Passenger management . . . . . . . . . . . . . . . . . . . . . .

32、. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Cabin crews role and responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Disruptive passenger behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Ma

33、naging passenger conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Passenger behaviour in actual emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Copyright International Civil Aviation Organization Provided by IHS un

34、der license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-(iv) ICAO Circular 300-AN/173 Emergencies during the landing phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Special needs and elderly passenger considerations in

35、emergencies . . . . . . . . . . . . . . . . 26 Evacuation research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Briefings in emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

36、Gender and age distribution of airline passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Summary . . . . . . . . . . . . . . . . . . . . . . . . .

37、. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Chapter 4. Organizational considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38、 . . . . . . . . . . . . . . . . . . . . 29 Organizational culture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Policy development and implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Error m

39、anagement policies and procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Appendices Appendix A. List of Annexes to the Conventi

40、on on International Civil Aviation that include Human Factors Standards and Recommended Practices . . . . . . . . . . . . . . . . . . . . . . . . 35 Appendix B. Human strength limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Appendix C. Human Factors audit

41、elements for cabin crew training . . . . . . . . . . . . . . . . . 50 Appendix D. Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 _Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo

42、 reproduction or networking permitted without license from IHS-,-(v) INTRODUCTION GENERAL 1. The broad application of Human Factors knowledge contributes to decreasing accidents and incidents in civil aviation as well as to mitigating the impact of those accidents and incidents. Human Factors knowle

43、dge can be applied to cover the myriad interactions among people, technology, organizations, cultures and the environment. Increasing awareness of the importance of Human Factors in civil aviation and the application of its principles presents the international civil aviation community with a signif

44、icant opportunity to make it both safer and more efficient. 2. ICAO has been proactively pursuing this objective and introduced Human Factors in the training and licensing requirements of Annex 1 (1989) and in the operation of aircraft requirements of Annex 6 (1995). In addition, largely through the

45、 work of the ICAO Flight Safety and Human Factors Programme, the awareness of Human Factors opportunities and challenges present in civil aviation has increased steadily and markedly across the international civil aviation community since 1990. DEFINITION OF HUMAN FACTORS 3. The human element is the

46、 most flexible, adaptable and valuable part of the civil aviation system, but it is also the most vulnerable to influences that can adversely affect its performance. With the majority of accidents and incidents in the civil aviation system resulting from less than optimal system performance, there h

47、as been a tendency to attribute them to human error. However, the term “human error” is of little use in accident prevention and mitigation. Although it may indicate where in the system the breakdown occurred, it provides little indication as to why it occurred. An error attributed to the human comp

48、onent of the system may have been design-induced or associated with inadequate or inappropriate training, badly designed or implemented procedures, or a poor layout of checklists or manuals (see the Human Factors Guidelines for Safety Audits Manual (Doc 9806). In contemporary safety thinking, human

49、error is the starting point rather than the end point in accident prevention and mitigation. Human Factors is concerned with people in their dynamic working environments; about their diverse relationships with the technological elements, with procedures, and with the environment of the civil aviation system; and also with their relationships with other people. These include human behaviour; decision-making and other cognitive (i.e., m