Our Services

Main Services Described

1. ‘Recurring-Incident’ investigation. Used where identical errors are repeated by different people, with potential for harm. We use unique multi-disciplinary approaches, unearth reasons for persistent events, and make meaningful and realistic recommendations that reduce incident frequency or harm. Two high profile examples are inadvertent slide deployments (easyJet) and ‘wrong deck landings’ (CHC Helicopter / HeliOffshore). See “Our Impact” page.

2. Safety and Error Review. Used where multiple error potential may exist, such as in new operations. Our unique methodologies remove error opportunity and improve error resilience. Two examples are Air New Zealand's nighttime operations at Queenstown (see “Our Impact’ page) and Air Nelson's Dash-8 RNAV operations.

3. Accident / incident investigation or specialist ‘human error investigation’ support
. Used where an accident or incident involved an error that is difficult to explain or requires deeper investigation. We have successfully investigated events for large organisations including British Airways, Bristow Group, Babcock PLC and Thomas Cook Airlines, as well as smaller entities. We pride ourselves on being able to explain human performance issues meaningfully and practically. All our investigations have led directly to changes within training or safety management. No specific examples are given here due to consideration for our clients.

4. Long Term Scientific Research. Used where there is a need or desire to forward knowledge in a safety critical area. We perform long-term research projects using full scientific protocols, in order to forward knowledge. Two examples are the recent two-year programme for BA and Thomson Airways on pilot monitoring of flight instruments, and a parallel piece of research for HeliOffshore (currently moving into phase 2).

5. Training.
We provide a small amount of bespoke, high quality human factors and investigation training on request. Two examples are Flight Examiner HF training for Hong Kong Airlines and Human Factors Team training for Air New Zealand.

Working for you

We would be delighted to discuss any type of work with any potential client. We will only accept work from a client if we are confident that we are the right people to do it, can complete it to the highest standards, and can do so within the client’s timescales and our own workload.

Equipment

We supply our own research equipment if and when required. We own various workload measuring tools (including bespoke hardware), physiological testing monitors and pilot parameter-awareness tools. We also own three new sets of SMI eye tracking glasses and a corrective lens kit. Although we use these mainly for long-term research, several times they have proven useful as part of a short review / investigation. We have research software licenses including statistical packages and experimental analysis software.

What makes our work stand out?

(1) Methods, (2) Recommendations

1. Decades of practical scientific research experience give us hundreds of techniques for developing the optimal approach for each job, coupled with deep aviation knowledge to ensure targeted application to the issue.

2. Our recommendations are proven to be usable, considerate of reality and cost, and supportable (see ‘Our Impact'). We avoid recommendations such as 'more research required', 'more human factors training needed' or 'pilots should pay more attention to x'. Two examples of our recent recommendations are:

Crews should select the platform no sooner than 5 miles when on FMS track…

The Monitoring-Pilot should switch OFF both Flight-Path-Directors at point [x] in order to assist the Flying-Pilot’s visual focus on lateral runway cues and help to avoid him/her focusing heavily on the flight path vector (FPV). Doing the latter can lead to vulnerabilities in the lateral and vertical flight path as confirmed in the trials