Situational Awareness
Situation awareness occurs when knowledge of present aircraft configuration marries the intended, as a result of maintenance, be it in phases like inspection, defect rectification, major / minor teardowns, restoration and the extent of system interrogation. Changing aircraft configuration from one phase to another, within the realms of maintenance, does possess numerous dangers if any of the following is left found wanting; communication across all staff directly involved in operational aircraft maintenance, expertise in system as well as sub-system behaviour across different modes - with or without degradation in capabilities, and serviceability of equipment and applicable infrastructure. Elements like complacency, over confident with operating environment as well as lack of familiarity – unaware of potential dangers or even heightened anxiety causing the mind to lose track of issues that may not be priority but critical nonetheless, are all issues that the aircraft engineer has to content with, in a concerted attempt to have reasonable situation awareness at work.
A new four-engined European aircraft was being towed in from apron to the hangar for some unscheduled maintenance. Normally aircraft movement into and out of hangar premises would be conducted by hangar personnel as they are conversant with the terrain as well as the impending dangers of moving within congested spaces. On this instance though, towing operation was conducted by line maintenance personnel, who normally conduct transit and short layovers within the confines of the airport bays itself. As far as towing inside hangar is concerned, it is mandatory to have wing tip watchers at any point in time. However, the technicians delegated for this task were not at the tow vehicle themselves; they had to obtain necessary security clearances in order to be admitted into the hangar premises. On the other hand, the engineer who was towing the aircraft was under pressure from the Apron to evacuate the taxi-way. Once he evacuated, he proceeded to tow further in, as he received information that his colleagues were still stuck to complete security clearance paperwork. Within seconds, there was a loud sound. The most outboard engine at the port side had impacted a tall engine maintenance stand. This stand was placed at a location where no equipment is allowed to be stored, for any reason, by existing Company policies. There were no chevron markings or any form of warning signages advising as such. The resulting damage was assessed to be so extensive that the affected engine cowling was certified beyond economical repair.
The engineer was unfortunately guilty of operating in a new environment, heightened situational awareness was found wanting. In addition, he could have chosen to explain to Apron service that he can only move further once he has the necessary ground support. By proceeding on, he took a huge gamble. Even in this condition, the resultant damage would not have occurred if there were no obstructions. CCTV footage was studied and it showed evidence that a senior engineer had placed the stand there at the end of scheduled heavy maintenance, a few months ago. The area has seen been vacated and a prominent chevron marking drawn to warn future towers.
A new four-engined European aircraft was being towed in from apron to the hangar for some unscheduled maintenance. Normally aircraft movement into and out of hangar premises would be conducted by hangar personnel as they are conversant with the terrain as well as the impending dangers of moving within congested spaces. On this instance though, towing operation was conducted by line maintenance personnel, who normally conduct transit and short layovers within the confines of the airport bays itself. As far as towing inside hangar is concerned, it is mandatory to have wing tip watchers at any point in time. However, the technicians delegated for this task were not at the tow vehicle themselves; they had to obtain necessary security clearances in order to be admitted into the hangar premises. On the other hand, the engineer who was towing the aircraft was under pressure from the Apron to evacuate the taxi-way. Once he evacuated, he proceeded to tow further in, as he received information that his colleagues were still stuck to complete security clearance paperwork. Within seconds, there was a loud sound. The most outboard engine at the port side had impacted a tall engine maintenance stand. This stand was placed at a location where no equipment is allowed to be stored, for any reason, by existing Company policies. There were no chevron markings or any form of warning signages advising as such. The resulting damage was assessed to be so extensive that the affected engine cowling was certified beyond economical repair.
The engineer was unfortunately guilty of operating in a new environment, heightened situational awareness was found wanting. In addition, he could have chosen to explain to Apron service that he can only move further once he has the necessary ground support. By proceeding on, he took a huge gamble. Even in this condition, the resultant damage would not have occurred if there were no obstructions. CCTV footage was studied and it showed evidence that a senior engineer had placed the stand there at the end of scheduled heavy maintenance, a few months ago. The area has seen been vacated and a prominent chevron marking drawn to warn future towers.
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