Human Profile
Chapter 5
Human Factors in Aviation Security
Contents
Page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Background on Human Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 FAA AND HUMAN FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 FAA Policy and Plans for Human Factors and Aviation Security . . . . . . . . . . . . . . . . . . . 80 FAA Requirements for Aviation Security: Human-Factors Implications . . . . . . . . . . . . . 82 Other Issues for Human Factors and Profiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Policy Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Box
Box Page
5-A. UAL Hi-Tech Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Chapter 5
Human Factors in Aviation Security factors in these cases can greatly improve the utilization of technology for airline security. Dramatic accidents caused by human errors in the nuclear power, chemical, and transportation industries have increased public attention to human performance issues during the past decade. Additional training requirements, revised operating procedures, warning devices, and expanded government oversight are typical recommendations following accident investigations. However, these stopgap measures address only the surface of problems that are rooted in the complex interactions of people and equipment within the larger system and the institutional and organizational structures and procedures that drive the planning, design, and management of these systems. Following the ground collision of two jetliners in Detroit in December 1990, Dr. John Lauber,
Human Factors in Aviation Security
Contents
Page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Background on Human Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 FAA AND HUMAN FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 FAA Policy and Plans for Human Factors and Aviation Security . . . . . . . . . . . . . . . . . . . 80 FAA Requirements for Aviation Security: Human-Factors Implications . . . . . . . . . . . . . 82 Other Issues for Human Factors and Profiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Policy Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Box
Box Page
5-A. UAL Hi-Tech Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Chapter 5
Human Factors in Aviation Security factors in these cases can greatly improve the utilization of technology for airline security. Dramatic accidents caused by human errors in the nuclear power, chemical, and transportation industries have increased public attention to human performance issues during the past decade. Additional training requirements, revised operating procedures, warning devices, and expanded government oversight are typical recommendations following accident investigations. However, these stopgap measures address only the surface of problems that are rooted in the complex interactions of people and equipment within the larger system and the institutional and organizational structures and procedures that drive the planning, design, and management of these systems. Following the ground collision of two jetliners in Detroit in December 1990, Dr. John Lauber,