Change Fatigue in Aviation Maintenance through a Human Factors Lens

Aviation is a demanding and fast-paced industry and it is not uncommon for aviation professionals, including maintainers, to experience rapid disruption and organizational change. Fatigue in aviation professionals is a known risk. Fatigue risk management systems (FRMS) seek to mitigate this risk by focusing on tiredness resulting from long work hours and lack of quality sleep. Recently, change fatigue has also risen to the forefront of business and employee studies. In many of today’s industries, change is constant as firms implement changes either to address disruptions, business growth or to follow trends in the industry. Frequent changes in an organization often result in employee change fatigue as organizational change places an unintended strain on employees. The aviation industry has faced major crises and disruptive shocks over the past decades with the recent pandemic having grave implications. The effects of the pandemic are more profound than prior disruptions as the airline sector is facing a multitude of changes to operations and work design. The fundamental shifts in the aviation industry that have arisen from the pandemic will and are leading to a multitude of changes. This research focuses on the application of change fatigue on aviation maintenance personnel. The issues of change fatigue and the resulting increased workload need to be addressed for aviation maintenance personnel, especially considering the impact on safety. Through the guidance of human factors engineering, this study seeks to apply the knowledge of change fatigue through a human factors lens to aviation maintenance personnel

CEU Session #2 - Satellite Maintenance: An Opportunity to Minimize the Kessler Effect

Orbital debris is a growing problem, notably in the Low Earth Orbit (LEO). While advances in technology have made it simpler to successfully launch satellites into space than in previous decades, there are many which become inoperable prior to their scheduled end of life. This directly contributes to orbital debris. The number of satellites projected to be launched over the course of the next decade further complicates this problem. The Kessler Effect, which refers to the cascading impact of satellite collisions in orbit culminating in complete debris saturation (making it uneconomical to launch satellites into orbit), poses a significant problem for the continued use of satellites in LEO. As the number of satellites placed in orbit grows, so too does the potential for collisions, further increasing the likelihood of additional space debris. While there have been some efforts to minimize this problem, none have proved significantly fruitful as of yet. One area which has yet to be fully explored is the potential for satellite maintenance in orbit. While traditionally this has not been considered a viable option, advances in unmanned systems and robotics may provide an opportunity to perform maintenance and/or repair to satellites in LEO. The discussion will highlight current satellite maintenance and debris mitigation strategies, as well as propose solutions to minimize the Kessler Effect. This presentation will discuss the following: Overview of the orbital debris problem Explanation of the Kessler Effect Current debris mitigation efforts including: Active debris removal (ADR) Satellite maintenance (in orbit) Explanation of why satellites must be strategically selected in order to provide maximum impact on the overall reduction of space debris Concluding remarks on how satellite maintenance can minimize the Kessler Effect when used in conjunction with other orbital debris mitigation effort

The Application of Shared Leadership in an Aviation Maintenance MTS Environment

The use of a multiteam system approach has been proven useful for many organizational environments, notably those that operate in dynamic and demanding surroundings. These settings also rely on the success of several, independent teams to accomplish an organizational objective. Similarly, the notion of shared leadership, across multiple teams, has been proven to increase the efficiency of organizational output, by distributing the responsibility of leadership laterally. While the combination of these two approaches have been examined in the cockpit and cabin crew environment, its application may prove useful in an aviation maintenance environment as well. A MTS approach involves two or more teams which interact both directly and indirectly in response to environmental constructs, in an effort to accomplish a collective goal (Mathieu, Marks, & Zaccaro, 2001). The different departments which comprise aviation maintenance environments may provide an optimal setting for which to test this application. Similarly, shared leadership supports the overall mission of MTS, by enabling multiple leaders with responsibility laterally, in an effort to accomplish organizational objectives. The use of shared leadership has proven successful in single teams environments, notably when tasks are interdependent and complex (Friedrich et al., 2009), as is often the case in an aviation maintenance department. The application of shared leadership in an MTS aviation maintenance environment, therefore, may contribute to the successful attainment of organizational objectives. Additionally, if communication between the individual departments, or teams, that comprise an aviation maintenance department is improved, the quality of work and safety may increase as well. References: Friedrich, T. L., Vessey, W. B., Schuelke, M. J., Ruark, G. A., & Mumford, M. D. (2009). A framework for understanding collective leadership: The selective utilization of leader and team expertise within networks. Leadership Quarterly, 20, 933–958. Mathieu, J. E., Marks, M. A., & Zaccaro, S. J. (2001). Multi-team systems. International handbook of work and organizational psychology (pp. 289–313). London: Sage

From Classroom to Industry: Human Factors in Aviation Maintenance Decision-Making

The presence of human factors in aviation remains a critical area of research given the safety implications of human error. Understanding what specific factors contribute to human error allows managers and operators to take steps to mitigate these hazards. Several methods have been tested in the cockpit and cabin crew environments, but less attention has been given to the aviation maintenance sector, despite the prevalence of accidents resulting from human error. With the introduction of AC-172A, the FAA validated the need for additional research and training on the role of human factors in aviation maintenance errors. However, a key component in this process is often overlooked--the role of decision-making. In aviation maintenance, the environment can change rapidly. Technicians must react and adjust their behavior, and their decision-making abilities, accordingly. Human factors such as fatigue, pressure, and distractions can interrupt cognitive processes and judgment, and in turn, decision-making. As technicians adapt to these environmental challenges, strategies must be in place to facilitate optimal decision-making. Recommendations for addressing the presence of human factors in aviation maintenance and the resulting impact on the decision-making process include taking both a proactive and reactive approach to human error identification. Proactively screening for individuals who are too risk-averse or too comfortable with taking risks can help hiring managers employ the right personnel equipped to make appropriate decisions in high consequence industries, such as aviation. Additionally, by encouraging and reviewing hazard reports, steps can be taken to mitigate human error factors in the future. Anonymous hazard reporting tools such as the REPAIRER allow maintenance managers to leverage existing (and FAA-required) safety management systems (SMS) by including a human factors analysis

The Application of Shared Leadership in an Aviation Maintenance MTS Environment

The use of a multiteam system (MTS) approach has been proven useful for many organizational environments, notably those that operate in dynamic and demanding surroundings. These settings also rely on the success of several, independent teams to accomplish an organizational objective. Similarly, the notion of shared leadership, across multiple teams, has been proven to increase the efficiency of organizational output, by distributing the responsibility of leadership laterally. While the combination of these two approaches have been examined in the cockpit and cabin crew environment, its application may prove useful in an aviation maintenance environment as well. An MTS approach involves two or more teams which interact both directly and indirectly in response to environmental constructs, in an effort to accomplish a collective goal. The different departments which comprise aviation maintenance environments, may provide an optimal setting for which to test this application. Similarly, shared leadership supports the overall mission of MTS, by enabling multiple leaders with responsibility laterally, in an effort to accomplish organizational objectives. The use of shared leadership has proven successful in single team environments, notably when tasks are interdependent and complex, as is often the case in an aviation maintenance department. The application of shared leadership in an MTS aviation maintenance environment, therefore, may contribute to the successful attainment of organizational objectives. Additionally, if communication between the individual departments, or teams, that comprise an aviation maintenance department is improved, the quality of work and safety may increase as well

Satellite Maintenance: An Opportunity to Minimize the Kessler Effect

Recently, there has been an emphasis on the growing problem of orbital debris. While the advantages of placing satellites into space are numerous, advances in satellite technology combined with the growth of the industry have resulted with a significant amount of debris in the orbits surrounding our planet. The harshness of the space environment has also contributed to the debris, as evidenced by the number of objects currently in orbit which are not operational. As the amount of debris grows, so too does the likelihood of collisions, ultimately culminating in the Kessler Effect. However, recent advances in propulsion, advanced navigation, and robotics may allow for the servicing of inoperable satellites in orbit. Satellite maintenance provides an opportunity to not only conserve resources, but also minimize debris. Using a modified causal loop diagram and flowchart, the potential for satellite maintenance to reduce orbital debris is demonstrated; by shifting the number of inoperable satellites to those that are operable reduces the likelihood of a collision through the adherence of post mission procedures. Under this scenario, satellite maintenance presents an opportunity to minimize orbital debris, and in turn the Kessler Effect

Under Pressure: Decision Making in Aircraft Maintenance and the Role of Gender

In aircraft maintenance, leaders are under near-constant pressure to maintain airworthiness. Every minute an aircraft cannot fly due to maintenance represents financial waste. Decisions are therefore made in a relatively quick fashion. A leader evaluates the situation, identifies a course of action and then communicates this message to a team of technicians. However, gender influences regarding leaders’ decisions can influence team members’ perceptions of those decisions. The study will measure decision making methods of leaders in aircraft maintenance and the perceptions of the technicians. It informs how gender influences decision making from both the leader and follower perspective. The expected findings provide a better understanding of gender’s influence on leader decision making methods and follower perception of the decision. The findings will inform organizations on decision making by leaders as well as also contributing to the pipeline of women entering and remaining in aircraft maintenance. Several studies have examined women’s experience in male-dominated career fields of aviation and the military, noting a leaking pipeline of women in such roles and why women choose to enter and remain in such careers. Retention strategies can also be ascertained for women to remain in male-dominated career fields, which not only creates a more diverse workforce, but could also address workforce shortages. The role of decision making is vital to maintaining airworthiness and this study will inform how decision making is influenced not only by gender but also pressures for expedited decision making and the followers’ perception of the decision made. Initial references: Johnson, S. K., Murphy, S. E., Zewdie, S., & Reichard, R. J. (2008). The strong, sensitive type: Effects of gender stereotypes and leadership prototypes on the evaluation of male and female leaders. Organizational Behavior and Human Decision Processes, 106(1), 39-60. Mather, M., & Lighthall, N. R. (2012). Both Risk and Reward are Processed Differently in Decisions Made Under Stress. Current directions in psychological science, 21(2), 36–41. doi:10.1177/0963721411429452 Van den Bos, R., Harteveld, M., & Stoop, H. (2009). Stress and decision-making in humans: performance is related to cortisol reactivity, albeit differently in men and women. Psychoneuroendocrinology, 34(10), 1449-145

REPAIRER Reporting System User Analysis for SMS Compliance in Aviation Maintenance

To resolve the issue of human error in maintenance the REPAIRER reporting system is revisited as it has great potential by combining a human factors analysis with a risk management safety reporting mechanism. It is also timely as a human factors centered safety reporting method like the REPAIRER could now be feasibly implemented through the new mandatory FAA (Federal Aviation Administration) FAR 121 requirement to use SMS (Safety Management System) pillars and through the new FAA MxHF human factors training. With the current FAA support in place and the ever growing need to add human factors to combat human error in aviation maintenance, the REPAIRER model would seem attractive to many aviation maintenance organizations. To illustrate this, the researchers’ intention is to take the REPAIRER model to a point of hypothetical use in an aviation maintenance organization to gain an understanding of its potential benefits. To accomplish this, a thorough look at the economic gains were first identified in the form of cost savings through safety and less accidents, but then also in the form of possible efficiency gains. The REPAIRER was then looked at as a tool to achieve employee motivation and gain a just culture. The last area of the REPAIRER added value was the ease of implementing it into various types and sizes of organizations

Structural and functional studies on the transcriptional regulation of flagellar motility and biofilm formation

Part 1: Numerical regulation in the monotrichous bacterium Shewanella putrefaciens Microorganisms have the ability to adapt to changing environmental conditinos. This has enabled them to colonize virtually nearly every niche on the planet Earth. Key to this ability is bacterial motility, which allows bacteria to move away from unfavourable conditions and to move towards favourable conditions. In connection with a sensory system, which detects chemical cues and other stimuli, bacteria can move towards nutrients. Bacterial motility is largely enabled by flagella. The biogenesis of a flagellum is a very costly process, which is for this reason highly regulated. In the monotrichous bacterium Shewanella putrefaciens, FlhF and FlhG are responsible for maintaining number and location of the single polar flagellum. In the course of this work, it could be shown that FlhG limits the number of flagella to one by directly interacting with the master transcriptional regulator of the flagellum, FlrA. Furthermore, FlhG is implicated in assembly of the cytosolic face of the flagellum, the C-Ring. The transcriptional control via FlrA as well as the C-Ring assembly via FliM occur through the same binding site on FlhG. This highlights the central role of FlhG and shows that FlhG integrates the two processes to regulate flagellar number. Taken together, these observations represent an important step towards a complete conceptual description of flagellar biogenesis. Thereby, these results also form the basis for further research. Part 2: Transcriptional regulation of biofilms is mediated by RemA, which interacts with DNA in a histone-like manner Instead of a motile lifestyle, bacteria can also establish a multicellular, sessile lifestyle in the form of biofilms. In biofilms, bacterial cells establish a division of labour and establish an increased resistance against antibiotics and environmental hazardous conditions. This is mediated by the secretion of extracellular proteins and other biological molecules. The protein RemA is central to this process, as it activates the secretion of these extracellular components. Furthermore, RemA is implicated in processes which enable a cellular protection against osmotic pressure, which occurs during biofilm formation. In the context of this work, the structure of RemA from Geobacillus thermodenitrificans could be elucidated. RemA interacts with DNA in a novel and unique way, which is reminiscent of DNA-looping by histone-complexes. By means of biochemical methods, crucial residues of RemA responsible for DNA interaction could be functionally investigated. Furthermore, the structural fate of amino acid mutations, which impair the functionality of RemA, could be investigated. Taken together, this work represents an important step towards the understanding of the transcriptional processes that govern biofilm-formation and osmoprotection in Bacillus subtilis. This work also provides the basis to further investigate the function of RemA in the cellular context. In the future, the structural investigation of RemA-DNA-interaction is facilitated by the insights obtained in the context of this work. Part 3: Membrane protein biogenesis is regulated by a structurally unique, co-translational state of FtsY. Membrane proteins are translated by ribosomes and predominantly inserted into the membrane by the SecYEG-translocon. A factor critical for this process is the SRP-receptor FtsY, which enables co-translational targeting to the translocon in coopration with the SRP-particle FFH and SRP-RNA. In the context of this work it could be shown that a co-translational state of FtsY, the helical domain N2-4, critically mediates membrane targeting of the receptor. By means of crystallographic analyses and studies in solution, it could be shown that the subdomain of N2-4 possesses a different fold when isolated than in the context of the G-domain of FtsY. This observation represents a unique paradigm, which indicates that nascent N2-4 executes a different function during its own translation than when N2-4 is part of the mature FtsY-receptor. These results are an important step towards the conceptual understanding of membrane protein biogenesis and –targeting. Further work could elucidate, whether this concept also applies to homologs of FtsY such as FlhF