Supervision in Aviation

Supervision in Aviation

Error Capture Methods - Inspections

Learning Activity 1 - Error Capture

This activity should take approximately 10 minutes to complete. It forms part of the study package for Maintenance Supervisors preparing for their board. This activity covers Error Capture Methods focusing on Inspections.

Learning Outcomes

·        Describe the purpose of Error Capture Methods

·        Describe the key factors of Error Capture Inspections

·        Apply Error Capture concepts to maintenance processes

References

• DASR 66 - Military Aircraft Maintenance Licencing

• AFCAMAN - Book IV Chapters 2 and 3

Licencing Refresher

Military Aircraft Maintenance Licences (MAML) include the following categories:

Category A

Category B1

Category B2

Category C

(DASR 66 - Military Aircraft Maintenance Licencing - 66.A.3 MAML categories)

MAML Categories

Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. These subcategories are:

A1 and B1.1 Aeroplanes Turbine

A2 and B1.2 Aeroplanes Piston

A3 and B1.3 Helicopters Turbine

A4 and B1.4 Helicopters Piston

B2 licences are for Avionics Systems and C is for Certificate Release to Service of Base Maintenance.

Within the Naval Aviation application licences A3, B1.3, B2 and C are used.

(DASR 66 - Military Aircraft Maintenance Licencing - 66.A.3 MAML categories)

Error Capture Inspectors - Licence

Error Capture is performed by an authorised person as defined within approved documentation.

NOTE - No MAML required but must be task authorised. (AFCAMAN Book IV Table 1)

Within Naval Aviation:

Error Capture Inspectors typically hold a B Class Licence with Supervision Exclusions removed. Refer to local unit authorisation orders.

Multiple Choice

Which licences are used in Naval Aviation?

(Select the most correct answer)

• A, B1, B2 and C

• A3, B1.3, B2 and C

• A3, A4, B1.3, B1.4

• C Class Licences

Open Ended

As an ECI, what are YOUR licence requirements within your unit?

Error Capture Methods

Error capture methods are developed as a result of a risk analysis and mitigation process tailored to detect or prevent maintenance errors from occurring prior to maintenance release.

There are 4 kinds of ECM and they are hierarchical.

Types of ECM

• Design and testing barriers

• Locking methods, some of which may require physical verification

• Testing methods (primary error detection); and

• Independent inspections.

Error Capture Inspectors

Error Capture Inspectors conduct Independent Inspections (II) as a part of Critical Task ECMs, as identified within the applicable Maintenance Manuals, Orders, Instructions and Procedures (OIP) or other appropriate Instructions for Continuing Airworthiness (ICA). II's may also be applied to manage Human Factors as identified during task briefs.

Multiple Choice

Error Capture Methods are tailored to detect or prevent errors from occurring when?

• After maintenance release

• Prior to maintenance release

• During aircraft operations

• While conducting maintenance

Open Ended

List the 4 types of ECM

Multiple Select

Where may you find what II are required for a task?

(Select all that apply)

• Maintenance Manuals

• Orders Instructions and Procedures (OIP)

• Instructions for Continued Airworthiness (ICA)

• Additionally required by Human Factors

• Unit Handy Billys

Types of Inspection

There are 2 types of error capture inspections:

a. Independent Maintenance Inspection (IMIs) - specified within authorised data

b. Maintenance Assurance Inspection (MAI) - locally applied discretionary inspections

Independent Maintenance Inspection (IMIs)

IMIs are discrete activities utilised to verify conformance of the maintenance task against authorised data. Independent Inspectors (II) are MO authorised personnel that may or may not hold a MAML, who shall:

a.be independent of the maintenance being inspected

b.personally conduct the IMI within the scope of their authorisation (AFCAMAN Book IV CH 3 Para 1.15)

Maintenance Assurance Inspection (MAI)

An MAI is an additional discretionary level of inspection undertaken in conjunction with, or in isolation to, the maintenance activity. MAIs provide flexibility in applying an additional layer of inspection where a maintenance error could result in unacceptable consequences. MAIs can be conducted on any aircraft system or component. (AFCAMAN Book IV Ch3 para 1.20)

Conditions for MAI

A MAI should be raised:

a.When the likelihood of maintenance error is increased due to high operational tempo, environmental conditions, fatigue, team composition or any other adverse human factor

b.Following maintenance in multiple areas of the aircraft increasing the likelihood of a maintenance error e.g. extensive fault finding or extended maintenance

c.At the discretion of maintenance personnel.

d.A MAI shall be documented as a discrete entry which details the full scope of the inspection to be carried out.

e.Personnel may carry out a MAI provided they have not been involved in the maintenance task. There is no requirement for personnel to be specifically authorised to conduct MAIs. (AFCAMAN Book IV Ch 3 Para 1.20)

Multiple Choice

Independent inspectors must hold a MAML.

• True

• False

Multiple Select

Maintenance Assurance Inspections may be conducted when:

(Select all that apply)

• The likelihood of error is increased due to human factors.

• Follow-on maintenance may increase possibility of an error.

• Whenever a system has been disturbed and a prescribed inspection does not exist.

• At the discretion of maintenance personnel.

• Only on safety critical systems, everything else is prescribed.

Ensuring Independence

To ensure inspections are sufficiently independent there are 4 criteria the need to be considered:

a. Procedural independence.

b. Technical independence.

c. Positional independence.

d. Behavioural independence.

Criteria of Independence

A person shall be considered sufficiently independent when the following criteria are satisfied:

a. Procedural independence. The person has not performed the task for the maintenance

b. Technical independence. The person has sufficient knowledge and experience to conduct the IMI without seeking advice from the tradesperson or certifying staff involved in the maintenance

c. Positional independence. The person has sufficient positional authority to conduct the IMI without undue influence due to rank disparity from the personnel involved in the maintenance

d. Behavioural independence. The person has sufficient integrity, maturity and moral courage to remain unaffected by verbal and non-verbal communication by the tradesperson, task supervisor or Maintenance Manager (MM) involved in the maintenance activity. (AFCAMAN Book IV Ch 3 para 1.17)

"Where's that Freaking Screwdriver??? (Valerie Medvedev)

Open Ended

Scenario 1:

It's late shift, 0100, an aircraft has returned U/S from flight. Tomorrows primary flyer. The decision is made to prepare the spare and leave fault finding on the U/S aircraft for the morning shift.

The spare aircraft now needs Daily Inspections (DI's) and Turn Arounds (TA's). Shift is due to end at 0200 and the team has had a high tempo flypro all night, with limited breaks.

You have 2 task Auth personnel and 2 A licence holders (4 personnel) to complete the DI's/TA's.

What is your maintenance supervision plan? Do you need inspections? Justify.

Air battles success begins on the ground... (Valerie Medvedev)

Open Ended

Scenario 2:

Exercising your authorisation as an Independent/Error Capture Inspector, you are conducting an IMI on a Tail Rotor Servo Torque. The torque is on the castellated nut.

Both you and the maintainer are on a narrow work stand to conduct the task. Due to the positioning of the stand and the Tail Rotor Blades it is difficult for the maintainer to hold both the positioning spanner and torque wrench.

Considering the 4 criteria of independence, and the purpose of the inspection (to torque the nut) are you able to hold the spanner to achieve the torque check? Justify .

Thumbs Up (Valerie Medvedev)

Open Ended

Scenario 3:

As a newly authorised ECI, a close colleague asks you to conduct the prescribed IMI's on their task.

The task has a plug connection, a correct assembly and a FOD check required.

The colleague informs you they have finished the task and it is "buttoned up" just needs a signature.

What are your actions? Justify.

Open Ended

Reflection:

Consider your own experiences with inspection.

Try to think of 2 inspections you remember,

one where you were picked up for a mistake you made as a maintainer and one where the inspection failed to find a fault.

What were the outcomes of these experiences and how could they have gone better?

What would you do differently now? (answer entry is optional, add a . to move on)

Conclusion

Error capture methods and inspections form an integral part of maintenance quality assurance and aviation safety.

As an ECI it will be your role to understand the types of inspection that are required and when, while being able to apply the criteria of independence effectively and with integrity.

As you prepare for your board, it is valuable to reflect on your own experiences as a maintainer in relation to inspections and how they may influence your standards and expectations as an ECI moving forwards.

Poll

FeedBack:

Was this module helpful?

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Open Ended

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Was there anything you would add to this activity in relation to understanding inspections?