When an Australian air ambulance is AOG after a Thursday evening bat strike, who provides a rental engine that weekend?
extended. I do not fault the pilot or the rule, because for every accident that occurs as a result of following a rule or regulation, there is likely at least 100 that result from NOT following a regulation or rule. Exceptional violation occurs when there appears to be no other way to accomplish the task. For example, the manual calls for three people to be used at all times when moving an aircraft. Joe is off sick, so it is decided to push it out carefully using the only two available people.
WHAT’S AT RISK Whatever the violation, they are all carried out with no intent to harm or damage. What’s the answer? It’s easy. Ask yourself this one question: “Does what I (we) am (are) doing enhance or detract from an established safety standard?” If it doesn’t enhance, then don’t do it. If you need a second question to convince yourself about what to do, ask yourself this one: “How many people will there be thanking me if some- thing goes wrong?” You won’t need your toes or even second hand to count. Anytime someone commits a violation, the risk of a human error occurring goes up. Is that positive consequence really worth the possible negative consequence? I expect that it’s not. Trust me — you will never want to pay the price of a
mistake no matter what the reason was that seemed to make sense at the time. In the next article I’d like to discuss “just culture” and what part you play in it. A just culture is the foundation of any successful SMS. Without it, no SMS can reach its full potential in reducing human errors. Think about what you would have done as CEO of the company if you found out that I had signed for the tire pressures without checking them. What would a just culture do? Tune in next month to fi nd out.
When Jeff’s work cell phone rang on a Thursday night, he knew it had to be an emergency. The engine shop project manager was enjoying a day away from office at a local park when he answered a call from an Australian air ambulance customer who hit a fruit bat and was grounded.
“That bat had a wing span of almost six feet. We knew the engine was going to be in-house for a while, so we arranged to have a rental engine arrive there that weekend,” says Jeff. “That timetable on the weekend was no easy feat, but the customer had to be in the air, so we made it happen.”
For the rest of the story visit
www.DuncanAviation.aero/experience/
jeff.php.
Gordon Dupont worked as a special programs coordinator for Transport Canada from March 1993 to August 1999. He was responsible for coordinating with the aviation industry in the development of programs that would serve to reduce maintenance error. He assisted in the development of Human Performance
in Maintenance (HPIM) Parts 1 and 2. The “Dirty Dozen” maintenance Safety posters were an outcome of HPIM Part 1.
Prior to working for Transport, Dupont worked for seven years as a technical investigator for the Canadian Aviation Safety Board (later to become the Canadian Transportation Safety Board). He saw fi rst hand the tragic results of maintenance and human error.
Dupont has been an aircraft maintenance engineer and commercial pilot in Canada, the United States and Australia. He is the past president and founding member of the Pacifi c Aircraft Maintenance Engineers Association. He is a founding member and a board member of the Maintenance And Ramp Safety Society (MARSS).
Experience. Unlike any other.
01.02 2015
28 +1 402.475.2611 | 800.228.4277
Dupont, who is often called “The Father of the Dirty Dozen,” has provided human factors training around the world. He retired from Transport Canada in 1999 and is now a private consultant. He is interested in any work that will serve to make our industry safer. Visit
www.system-safety.com for more information.
DOMmagazine
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