I am no expert on human factors, but I first turned wrenches on aircraft in 1961 and retired in 2009. In my experience, too many maintenance failures are caused by inadequate communication at shift turnovers, or whenever one mechanic takes over an uncompleted job from another. Most airlines have specified procedures for documenting these transactions, but effectively it is up to the person who started the job to do everything needed to avoid leaving a possible misunderstanding of the tasks needed to complete the job. The exact stage of the task completed must be communicated. Everything that has been opened, disconnected, disturbed, or left unsafetied, untorqued, uncalibrated, or any other process needed to make it airworthy, needs to be either unambiguously called out in the remaining open task cards or equivalent documents, or documented individually and communicated to the person taking over the task. Without fail. Disaster awaits the unwary.
My friend, all that has changed is the era and the names of the companies, because the problems are still the same. New systems are implemented and new technologies are developed, but these problems are still the the basis of everything because there are more people worried about equipment failures than the problems with the people who's care the equipments.
Obrigado meu amigo. A intenção desse canal é divulgar vídeos antigos da área de aviação para fins de estudos para a nova geração que está ingressando na área para trabalhar. Abraço.
