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important information such as the component or area to be inspected, the description of the
possible damage, the related documents he might use, the acceptance criteria, etc.
Once the operator is aware of these information, he gets the equipment and materials
specified to perform this task; they are all listed in the inspection procedure. It is important
to notice that the operator cannot take other materials than those specified. Moreover, if
they are not available, the operator must find information in the maintenance manual on
alternative ones if they exist.
Then he applies the preparation of inspection procedure section. For that he has to be
sure that the area or component to be inspected is accessible (by removing panels, fitting
corner, etc), that the surface to be inspected is clean and smooth, and must check the
inspection area for any visible damage or discontinuities. After that, the operator must
calibrate the instrument by following the different steps proposed in the instrument
calibration section of the inspection procedure.
Then, he can start the inspection procedure. The operator will follow it step by step. In
most cases, the operator must repeat the inspection two times to confirm the results he
obtained. The acceptance criteria are given in the inspection procedure. The operator has to
compare his measurements with them. If measurements are out of the criteria bracket the
inspected component must be changed, and the aircraft will be able to take off only after
this change and with an expert agreement.
During this inspection task, the operator needs to report on a specific sheet all actions
done on the aircraft and all data collected (inspection results, etc.). At the end of the job and
depending on his expertise level, the operator stamps the specific sheet to finalise the task
or ask a maintenance expert to check and validate the job.
Trouble-shooting scenario: a fault has been identified by the warning system on board. On
the ground the operator has to isolate and repair the fault. The trouble-shooting task
consists in searching the cause and nature of a fault. Trouble shooting mainly concerns
systems in the aircraft. From an information or anomaly written on the logbook by the pilot,
the task consists in localising the system failed.
IFAWC2006 March 15-16, Mobile Research Center, TZI Universität Bremen, Germany
From the faults list coming from the “Post flight report” (a warning system in the
cockpit) and after a discussion with the pilot who reports the problem on the logbook, the
operator performs the trouble-shooting procedure according to the fault symptoms he wants
to resolve. The fault symptoms corresponding to the fault isolation procedures are provided
under electronic link. The fault isolation procedure, which is again closed up by reporting
the task achieved in the logbook, contains:
(a) Possible causes: this lists all the suspect items which are replaced or checked
during the procedure
(b) Job set up information: the operator has a list of any tools, equipment and
procedures required to be carried out before commencing the fault isolation
(c) Fault confirmation: the operator confirms or not the fault by performing the test
required
(d) Fault isolation: the operator realises the appropriate actions to isolate and correct
the related fault symptom
3. Applied methodology
The design and implementation of the first demonstrator for the maintenance application
from the previous scenarios have been carried out according to the User Centred Design
(UCD) process adopted by the WearIT@Work project as a common development
approach. The UCD process implies working in a multidisciplinary team where all needed
skills and competences are available to cover: technical issues, software/hardware
development, information management, end users involvement, social and organizational
aspects, etc. Main activities in the process can be summarized as follow:
• Design workshops: to get feedback on mock-ups and prototypes
• Workplace studies: aiming at answering questions and checking hypothesis from
previous studies, refining scenarios as required, participatory observation
• Usability evaluation: to eliminate simple usability issues before field evaluation
• Field evaluation: to test the application specific systems in (close to) real-life
situations
From a different perspective, the overall approach for designing the maintenance
application included the following steps (see Figure 1):
• Analysis of scenarios and material acquired during several visits to working sites and
maintenance facilities (videos, interviews, questionnaires)
• Identification of relevant activities performed by users in a work scenario
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