Accident and Incident Investigation

Accident and Incident
Investigation
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Objectives of this Section
●
To define the reasons for investigating
accident and incidents.
●
To outline the process for effectively
investigating accidents and incidents.
●
To facilitate an effective investigation.
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Accident Investigation
●
Important part of any safety management system.
Highlights the reasons why accidents occur and how
to prevent them.
●
The primary purpose of accident investigations is to
improve health and safety performance by:
 Exploring the reasons for the event and identifying both the
immediate and underlying causes;
 Identifying remedies to improve the health and safety
management system by improving risk control, preventing a
recurrence and reducing financial losses.
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What to Investigate?
●
All accidents whether major or minor are caused.
●
Serious accidents have the same root causes as
minor accidents as do incidents with a potential for
serious loss. It is these root causes that bring about
the accident, the severity is often a matter of chance.
●
Accident studies have shown that there is a
consistently greater number of less serious
accidents than serious accidents and in the same
way a greater number of incidents then accidents.
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Many accident ratio studies have been undertaken and
the one shown below is based on studies carried out by
the Health & Safety Executive.
1
Major injury
Or illness
7
Minor injuries or illnesses
189
Non Injury Accidents/Illnesses
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Accident Studies
●
In all cases the ‘non injury’ incidents had the
potential to become events with more serious
consequences.
●
Such ratios clearly demonstrate that safety effort
should be aimed at all accidents including unsafe
practices at the bottom of the pyramid, with a
resulting improvement in upper tiers.
●
Peterson (1978) in defining the principles of safety
management says that “an unsafe act, an unsafe
condition, an accident are symptoms of something
wrong within the management’s system.”
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Accident Studies
●
All events represent a degree of failure in control and
are potential learning experiences. It therefore
follows that all accidents should be investigated to
some extent.
●
This extent should be determined by the loss
potential, rather then just the immediate effect.
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Stages in an Accident/Incident
Investigation
The stages in an accident/incident investigation are
shown in the following diagram.
Deal with immediate

risks.
Select the level of

investigation.
Investigate the event.
Record and analyse the

results.
Review the process.
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Dealing with Immediate
Risks
Deal with immediate
●
When accidents and incidents
risks.
occur immediate action may be
necessary to:
Select the level of
investigation. Make the situation safe and
prevent further injury.
Investigate the event. Help, treat and if necessary
rescue injured persons.
results.
●
An effective response can only be
Review the process.
made if it has been planned for in
advance.
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Day 2 start
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Selecting the level of
investigation
The greatest effort should be put into:
Deal with immediate  Those involving severe injuries, ill-
risks. health or loss.
 Those which could have caused
Select the level of much greater harm or damage.
investigation.
These types of accidents and incidents
demand more careful investigation and
management time. This can usually be
achieved by:
results.  Looking more closely at the
underlying causes of significant
Review the process.
events.
 Assigning the responsibility for the
investigation of more significant
events to more senior managers.
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Investigating the Event
Deal with immediate

risks.
The purpose of investigations is
to establish:
Select the level of ●
The way things were and how they came
investigation.
to be.
●
What happened – the sequence of events
that led to the outcome.
●
Why things happened as they did
results. analysing both the immediate and
underlying causes.
Review the process.
●
What needs to be done to avoid a
repetition and how this can be achieved.
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A few sources should give the investigator all that is
needed to know.
Documents
Information from:
• Written instructions;
Procedures, risk
assessments, policies
• Records of earlier
inspections, tests,
Observation examinations and
Information from physical surveys.
sources including:
• Premises and place of
work • Checking reliability, accuracy
• Access & egress • Identifying conflicts and resolving differences
• Plant & substances in use • Identifying gaps in evidence
• Location & relationship of
physical particles
• Any post event checks,
sampling or Interviews
reconstruction Information from:
• Those involved and
their line
management;
• Witnesses;
• Those observed or
involved prior to the
event e.g. inspection
& maintenance staff.
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Interviews
●
Interviewing the person(s) involved and
witnesses to the accident is of prime
importance, ideally in familiar surroundings
so as not to make the person uncomfortable.
●
The interview style is important with
emphasis on prevention rather than blame.
●
The person(s) should give an account of
what happened in their terms rather than the
investigators.
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Interviews
●
Interviews should be separate to stop people
from influencing each other.
●
Questions when asked should not be
intimidating as the investigator will be seen
as aggressive and reflecting a blame culture.
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Observation
The accident site should be inspected as
soon as possible after the accident. Particular
attention should/must be given to:
• Positions of people.
• Personnel protective equipment (PPE).
• Tools and equipment, plant or substances in
use.
• Orderliness/Tidiness.
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Documents
Documentation to be looked at includes:
●
Written instructions, procedures and risk
assessments which should have been in operation
and followed. The validity of these documents may
need to be checked by interview. The main points to
look for are:
 Are they adequate/satisfactory?
 Were they followed on this occasion?
 Were people trained/competent to follow it?
●
Records of inspections, tests, examination and
surveys undertaken before the event. These provide
information on how and why the circumstances
leading to the event arose.
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Determining Causes
●
Collect all information and facts which surround the
accident.
●
Immediate causes are obvious and easy to find.
They are brought about by unsafe acts and
conditions and are the ACTIVE FAILURES. Unsafe
acts show poor safety attitudes and indicate a lack of
proper training.
●
These unsafe acts and conditions are brought about
by the so called ‘root causes’. These are the
LATENT FAILURES and are brought about by
failures in organisation and the management’s safety
system.
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Determine what changes are needed
The investigation should determine what control

measures were absent, inadequate or not implemented
and so generate remedial action for implementation to
correct this.
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Generally, remedial actions should follow the
hierarchy of risk control:
●
Eliminate Risks by substituting the dangerous by the
inherently less dangerous.
●
Combat risks at source by engineering controls and
giving collective protective measures priority.
●
Minimise risk by designing suitable systems of
working.
●
Use PPE as a last resort.
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Day 3 start
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Recording & Analysing the
Results
●
Recorded in a similar and systematic
manner.
Deal with immediate
risks.
●
Provides a historical record of the accident.
●
Analysis of the causes and recommended
Select the level of
preventative protective measures should
investigation. be listed.
●
Completed as soon after the accident as
Investigate the event. possible.
●
Information on the accident and remedial
actions should be passed to all
results.
supervisors.
●
Appropriate preventative measures may
Review the process.
also have to be implemented by such
supervisors.
●
Investigation reports and accident statistics
should be analysed from time to time to identify
common causes, features and trends not be
apparent from looking at events in isolation. 22/210
Reviewing the Process
Reviewing the accident/incident
Deal with immediate
risks.
investigation process should
consider:
Select the level of
– The results of investigations and analysis.
investigation. – The operation of the investigation system
(in terms of quality and effectiveness).
Line managers should follow
through and action the findings of
results. investigations and analysis. Follow
up systems should be established
Review the process. where necessary to keep progress
under control.
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The investigation system should be examined
from time to time to check that it consistently
delivers information in accordance with the
stated objectives and standards. This usually
requires:
●
Checking samples of investigation forms to verify the
standard of investigation and the judgements made
about causation and prioritisation of remedial
actions.
●
Checking the numbers of incidents, near misses,
injury and ill-health events;
●
Checking that all events are being reported.
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What is your definition
of an “Accident”?
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What is an Accident
- an unplanned event
- an unplanned incident involving
injury or fatality
- a series of events culminating in
an unplanned and unforeseen
event
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How do Accidents occur?
- Accidents (with or without injuries) occur
when a series of unrelated events coincide at
a certain time and space.
-This can be from a few events to a series of

a dozen or more
(Because the coincidence of the series of
events is a matter of luck, actual accidents
only happen infrequently)
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Unsafe Acts
- An unsafe act occurs in approx 85%- 95% of

all analyzed accidents with injuries
- An unsafe act is usually the last of a series of
events before the accident occurs (it could
occur at any step of the event)
- By stopping or eliminating the unsafe act, we
can stop the accident from occurring
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What is an Accident Investigation?
●
A systematic approach to the identification of
causal factors and implementation of
corrective actions without placing blame on
or finding personal fault. The information
collected during an investigation is essential
to determine trends and taking appropriate
steps to prevent future accidents.
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Which Accidents should be
Recorded or Reported?
ALL accidents
(including illnesses) shall
be recorded and reported
through the established
procedures and guidance
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Why Investigate Accidents?
●
Determine the cause
●
Develop and implement corrective actions
●
Document the events
●
Meet legal requirements
Primary Focus:
PREVENT REOCCURENCE!!!
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Accident vs. Near-Miss
Accident :
Any undesired, unplanned
event arising out of a given
work-related task which
results in physical injury/
illness or damage to property.
Near-Miss :
Events which did not result in injury/illness
or damage but had the potential to do so.
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Accident Ratio Study
Serious or Disabling
1
10 Minor Injuries
30 Property Damage
600 Accidents with no visible injury or

damage
6000 Unsafe Acts or Conditions

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Accident Causes
●
Unsafe Act
- an act by the injured person or another
person (or both) which caused the accident,
and/or
●
Unsafe Condition
- some environmental or hazardous
situation which caused the accident
independent of the employee
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Accident Causation Model
 Results of the accident

- physical harm
- property damage
 Incident Occurrence
- contact with
- type
 Immediate causes
- practices
- conditions
 Basic causes
- personal factors
- job factors
- supervisory performance
- management policy and
decisions
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Results of the Accident
●
Physical Harm
- catastrophic (multiple deaths)
- single death
- disabling
- serious
- minor
●
Property Damage
- catastrophic
- major
- serious
- minor
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Incident Occurrence
●
Type
- struck by - struck against
- slip, trip - fell from
- caught on - fell on same level
- caught in - overexertion
●
Contact with
- electricity - equipment
- noise - vibration
- hazmat - heat/cold
- radiation - animals/insects
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Immediate Causes
●
Practices
- operating without
authority
- use equipment
improperly
- not using PPE when
required
- correct lifting
procedures not
established
- drinking or drug use
- horseplay
- equipment not
properly secured
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Immediate Causes (cont’d)
●
Conditions
- ineffective guards
- unserviceable tools and
equipment
- inadequate warning
systems
- bad housekeeping
practices
- poor work space
illumination
- unhealthy work
environment
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Basic Causes
●
Personal Factors
- lack of knowledge or skill
- improper motivation
- physical or mental condition
- literacy or ability
●
Job Factors
- Physical environment
- sub-standard equipment
- abnormal usage
- wear and tear
- inadequate standards
- design and maintenance
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Basic Causes (cont’d)
●
Supervisory Performance
- inadequate instructions
- failure of SOPs
- rules not enforced
- hazards not corrected
- devices not provided
●
Management Policy and
Decisions
- set measurable standards
- measure work in progress
- evaluate work vs. standards
- correct performance
No animals were hurt as a result of this accident

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Severity of Incident
●
Major
- Employee fatality,
- Hospitalization of 3 or more employees,
- Permanent employee disability,
- Five or more lost workdays,
- Conditions that could pose an imminent and
threat of serious injury/illness to other employees
- Property losses in excess of $1 Million
●
Minor
- All other (less serious) incidents and unsafe
conditions reported by employees
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Who Investigates?
●
Major Accidents
- NOAA “GO TEAM” Investigation Team
- LO Representative
- Other agencies such as NTSB, USCG, OSHA
●
Minor Accidents
- First-Line Supervisor
- Site Director or Manager
- Site Safety Representative
- NOAA SECO (if needed)
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Investigator’s Qualifications
●
Technical knowledge
●
Objectivity
●
Analytical approach
●
Familiarity with the job, process or operation
●
Tact in communicating
●
Intellectual honesty
●
Inquisitiveness and curiosity
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When to Investigate?
●
Immediately after incident
 Witness memories fade
 Equipment and clues
are moved
●
Finish investigation quickly
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What to Investigate?
●
All accidents and near-misses
- Conduct investigation upon first
notification
- Keeping the scene in-tact and
recording witnesses statements
early is key to a successful
investigation
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Accident Investigation Kit
May Include:
●
Digital Camera
●
Report forms, clipboard, pens
●
Barricade tape
●
Flashlight
●
Tape measure
●
Tape recorder
●
Personal Protective Equipment (as appropriate)
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The Accident Occurs
●
Employee or co-worker immediately reports
the accident to a supervisor
●
Supervisor secures/assesses the scene to
prevent additional injuries to other
employees, before assisting the injured
employee
●
Supervisor treats the injury or seeks
medical treatment for the injured
●
The accident scene is left intact
●
Site safety rep is contacted to assist the
supervisor in the investigation of the
accident.
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Beginning the Investigation
●
Gather investigation
members and kit
●
Report to the scene
●
Look at the big
picture
●
Record initial
observations
●
Take pictures
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What’s Involved?
●
Who was injured?
●
Medication, drugs,
or alcohol?
●
Was employee ill or
fatigued?
●
Environmental conditions?
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Witnesses
●
Who witnessed the
accident?
●
Was a supervisor or
Team Lead nearby?
●
Where were other
employees?
●
Why didn’t anyone
witness the accident
(working alone, remote areas)?
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Interviewing Tips
●
Discuss what happened leading
up to and after the accident
●
Encourage witnesses to describe
the accident in their own words
●
Don’t be defensive or judgmental
●
Use open-ended questions
●
Do not interrupt the witness
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What was Involved?
●
Machine, tool, or
equipment
●
Chemicals
●
Environmental
conditions
●
Field season prep
operations
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Time of Accident
●
Date and time?
●
Normal shift or
working hours?
●
Employee coming
off a vacation?
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Accident Location
●
Work area
●
On, under, in, near
●
Off-site address
●
Doing normal job
duties
●
Performing non-
routine or routine
tasks (i.e., properly
trained)
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Employee’s Activity
●
Motion conducted
at time of accident
●
Repetitive motion?
●
Type of material
being handled
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Accident Narrative
●
Describe the details so the reader
can clearly picture the accident
●
Specific body parts affected
●
Specific motions
of injured employee
just before,
during, and
after accident
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Causal Factors
●
Try not to accept single cause theory
●
Identify underlying causes (root)
●
Primary cause
●
Secondary causes
 Contributing causes
 Effects
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Corrective Actions Taken
●
Include immediate interim controls
implemented at the time of accident
●
Recommended corrective actions
 Employee training
 Preventive maintenance activities
 Better operating procedures
 Hazard recognition (ORM)
 Management awareness of risks involved
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Immediate Notification
●
Supervisor shall complete the NOAA Web Based
Accident/ Illness Report Form and submit within
24 hours of incident occurrence (8 hours for major
incidents).
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Accident Analysis Summary
●
Investigate accident immediately
●
Determine who was involved and
who witnessed it
●
Ascertain what items or equipment
were involved
●
Record detailed description
●
Determine causal factors
●
Implement corrective actions
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1. What is an Accident Investigation?
a. A systematic approach to the identification of causal
factors and implementation of corrective actions.
b. Finding personal fault and placing blame.
c. The appropriate steps to prevent future actions.
d. The essential step to determine trends and taking
action against person or persons at fault.
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2. Which Accidents should be Recorded or
Reported?
a. Only on the job accidents.
b. ALL accidents (including illnesses) shall be
recorded and reported.
c. Only on the job accidents on illnesses that occur on
the job and reported within 8 hours.
d. All accidents shall be recorded and reported.
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3. Why Investigate Accidents?
a. To develop and implement corrective actions.

b. To document the events.
c. The Primary Focus is to PREVENT
REOCCURENCE!!!
d. To determine the cause.
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4. Accident vs. Near-Miss?
a. Any unplanned event arising out of work that
resulted in injury vs. Any event which did not result
in injury but had potential to do so.
b. Any unsafe work habit vs. Any Hazardous working
conditions.
c. Any event which warns us of a problem vs. Any
circumstances that result in injury or property
damage.
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5. Which of the following are the basic areas
that are looked at in an Accident
Investigation.
a. Policies.
b. Equipment.
c. Training.
d. All of the above.
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Accident analysis is carried out in order to

determine the cause or causes of an accident
or series of accidents so as to prevent further
incidents of a similar kind. It is also known as
accident investigation.
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It may be performed by a range of experts,

including forensic scientists, forensic
engineers or health and safety advisers.
Accident investigators, particularly those in
the aircraft industry, are colloquially known as
"tin-kickers".
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Sequence
Accident analysis is performed in four steps:
Fact gathering: After an accident happened

a forensic process starts to gather all possibly
relevant facts that may contribute to
understanding the accident.
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Sequence
Fact Analysis:
After the forensic process has been

completed or at least delivered some results,
the facts are put together to give a "big
picture." The history of the accident is
reconstructed and checked for consistency
and plausibility.
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Sequence
Conclusion Drawing:
If the accident history is sufficiently

informative, conclusions can be drawn about
causation and contributing factors.
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Sequence
Counter-measures:
In some cases the development of counter-

measures is desired or recommendations
have to be issued to prevent further accidents
of the same kind.
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Methods
There exist numerous forms of Accident

Analysis methods. These can be divided into
three categories:
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Methods
Causal Analysis
Causal Analysis uses the principle of

causality to determine the course of events.
Though people casually speak of a "chain of
events", results from Causal Analysis usually
have the form of directed a-cyclic graphs-the
nodes being events and the edges the cause-
effect relations. Methods of Causal Analysis
differ in their respective notion of causation.
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Methods
Expert Analysis
Expert Analysis relies on the knowledge and

experience of field experts. This form of
analysis usually lacks a rigorous
(formal/semiformal) methodological
approach.
This usually affects falsify-ability and
objectivity of analyses. This is of importance
when conclusions are heavily disputed
among experts.
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Methods
Organizational Analysis
Organizational Analysis relies on systemic

theories of organization. Most theories imply
that if a system's behaviour stayed within the
bounds of the ideal organization then no
accidents can occur.
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Methods
Organizational Analysis
Organizational Analysis can be falsified and

results from analyses can be checked for
objectivity. Choosing an organizational theory
for accident analysis comes from the
assumption that the system to be analysed
conforms to that theory.
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Using Digital Photographs to Extract
Evidence
Once all available data has been collected by

accident scene investigators and law
enforcement officers, camera matching,
photogrammetry or rectification can be used
to determine the exact location of physical
evidence shown in the accident scene
photos.
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Camera matching:
Camera matching uses accident scene

photos that show various points of evidence.
The technique uses CAD software to create a
3-dimensional model of the accident site and
roadway surface.
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Camera matching:
All survey data and photos are then imported

into a three dimensional software package
like 3D Studio Max.
A virtual camera can be then be positioned
relative to the 3D roadway surface.
Physical evidence is then mapped from the
photos onto the 3D roadway to create a three
dimensional accident scene drawing.
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Photogrammetry
Photogrammetry is used to determine the

three-dimensional geometry of an object on
the accident scene from the original two
dimensional photos.
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Photogrammetry
The photographs can be used to extract

evidence that may be lost after the accident
is cleared. Photographs from several
viewpoints are imported into software like
PhotoModeler.
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Photogrammetry
The forensic engineer can then choose points

common to each photo. The software will
calculate the location of each point in a three
dimensional coordinate system.
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Rectification
Photographic rectification is also used to

analyze evidence that may not have been
measured at the accident scene. Two
dimensional rectification transforms a single
photograph into a top-down view. Software
like PC-Rect can be used to rectify a digital
photograph.
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Failure mode and effects analysis
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Failure Mode and Effects Analysis (FMEA) was

one of the first systematic techniques for failure
analysis.
It was developed by reliability engineers in the

1950s to study problems that might arise from
malfunctions of military systems.
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A FMEA is often the first step of a system

reliability study. It involves reviewing as many
components, assemblies, and subsystems as
possible to identify failure modes, and their
causes and effects.
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For each component, the failure modes and their

resulting effects on the rest of the system are
recorded in a specific FMEA worksheet.
There are numerous variations of such
worksheets.
A FMEA is mainly a qualitative analysis.
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A few different types of FMEA analysis exist, like
Functional,
Design, and
Process FMEA.
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Sometimes the FMEA is called FMECA to

indicate that Criticality analysis is performed also.
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An FMEA is an inductive reasoning (forward

logic) single point of failure analysis and is a core
task in reliability engineering, safety engineering
and quality engineering.
Quality engineering is specially concerned with
the "Process" (Manufacturing and Assembly) type
of FMEA.
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A successful FMEA activity helps to identify

potential failure modes based on experience with
similar products and processes - or based on
common physics of failure logic.
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It is widely used in development and

manufacturing industries in various phases of the
product life cycle.
Effects analysis refers to studying the
consequences of those failures on different
system levels.
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Functional analyses are needed as an input to

determine correct failure modes, at all system
levels, both for functional FMEA or Piece-Part
(hardware) FMEA.
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A FMEA is used to structure Mitigation for Risk

reduction based on either failure (mode) effect
severity reduction or based on lowering the
probability of failure or both.
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The FMEA is in principle a full inductive (forward

logic) analysis, however the failure probability can
only be estimated or reduced by understanding
the failure mechanism.
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Ideally this probability shall be lowered to

"impossible to occur" by eliminating the (root)
causes. It is therefore important to include in the
FMEA an appropriate depth of information on the
causes of failure (deductive analysis).
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The FME(C)A is a design tool used to

systematically analyze postulated component
failures and identify the resultant effects on
system operations. The analysis is sometimes
characterized as consisting of two sub-analyses,
the first being the failure modes and effects
analysis (FMEA), and the second, the criticality
analysis (CA).
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Successful development of an FMEA requires

that the analyst include all significant failure
modes for each contributing element or part in the
system. FMEAs can be performed at the system,
subsystem, assembly, subassembly or part level.
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The FMECA should be a living document during

development of a hardware design. It should be
scheduled and completed concurrently with the
design. If completed in a timely manner, the
FMECA can help guide design decisions. The
usefulness of the FMECA as a design tool and in
the decision making process is dependent on the
effectiveness and timeliness with which design
problems are identified.
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Timeliness is probably the most important

consideration. In the extreme case, the FMECA
would be of little value to the design decision
process if the analysis is performed after the
hardware is built.
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While the FMECA identifies all part failure modes,

its primary benefit is the early identification of all
critical and catastrophic subsystem or system
failure modes so they can be eliminated or
minimized through design modification at the
earliest point in the development effort.
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Therefore, the FMECA should be performed

at the system level as soon as preliminary
design information is available and extended
to the lower levels as the detail design
progresses.
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Remark: For more complete scenario modelling

other type of Reliability analysis may be considered,
for example fault tree analysis(FTA); a deductive
(backward logic) failure analysis that may handle
multiple failures within the item and/or external to
the item including maintenance and logistics. It
starts at higher functional / system level. A FTA
may use the basic failure mode FMEA records or
an effect summary as one of its inputs (the basic
events). Interface hazard analysis, Human error
analysis and others may be added for completion in
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scenario modelling.
Functional analysis
The analysis may be performed at the functional

level until the design has matured sufficiently to
identify specific hardware that will perform the
functions; then the analysis should be extended to
the hardware level. When performing the hardware
level FMECA, interfacing hardware is considered to
be operating within specification. In addition, each
part failure postulated is considered to be the only
failure in the system (i.e., it is a single failure
analysis).
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Functional analysis
In addition to the FMEAs done on systems to

evaluate the impact lower level failures have on
system operation, several other FMEAs are done.
Special attention is paid to interfaces between
systems and in fact at all functional interfaces. The
purpose of these FMEAs is to assure that
irreversible physical and/or functional damage is
not propagated across the interface as a result of
failures in one of the interfacing units.
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Functional analysis
These analyses are done to the piece part level for

the circuits that directly interface with the other
units. The FMEA can be accomplished without a
CA, but a CA requires that the FMEA has
previously identified system level critical failures.
When both steps are done, the total process is
called a FMECA.
109/210
Ground rules
The ground rules of each FMEA include a set of

project selected procedures; the assumptions on
which the analysis is based; the hardware that has
been included and excluded from the analysis and
the rationale for the exclusions. The ground rules
also describe the indenture level of the analysis, the
basic hardware status, and the criteria for system
and mission success.
110/210
Ground rules
Every effort should be made to define all ground

rules before the FMEA begins; however, the ground
rules may be expanded and clarified as the analysis
proceeds. A typical set of ground rules
(assumptions) follows:
111/210
Ground rules
● Only one failure mode exists at a time.

● All inputs (including software commands) to the
item being analyzed are present and at nominal
values.
● All consumables are present in sufficient
quantities.
● Nominal power is available
112/210
Benefits
Major benefits derived from a properly implemented

FMECA effort are as follows:
113/210
Benefits
It provides a documented method for selecting a

design with a high probability of successful
operation and safety.
114/210
Benefits
A documented uniform method of assessing

potential failure mechanisms, failure modes and
their impact on system operation, resulting in a list
of failure modes ranked according to the
seriousness of their system impact and likelihood of
occurrence.
115/210
Benefits
Early identification of single failure points (SFPS)

and system interface problems, which may be
critical to mission success and/or safety. They also
provide a method of verifying that switching
between redundant elements is not jeopardized by
postulated single failures.
116/210
Benefits
An effective method for evaluating the effect of

proposed changes to the design and/or operational
procedures on mission success and safety.
117/210
Benefits
A basis for in-flight troubleshooting procedures and

for locating performance monitoring and fault-
detection devices.
118/210
Benefits
Criteria for early planning of tests.
119/210
Basic terms
The following covers some basic FMEA

terminology.
Failure
The loss under stated conditions.
120/210
Basic terms
Failure mode
The specific manner or way by which a failure

occurs in terms of failure of the item (being a part or
(sub) system) function under investigation; it may
generally describe the way the failure occurs. It
shall at least clearly describe a (end) failure state of
the item (or function in case of a Functional FMEA)
under consideration. It is the result of the failure
mechanism (cause of the failure mode). For
example; a fully fractured axle, a deformed axle or a
fully open or fully closed electrical contact are each
a separate failure mode. 121/210
Basic terms
Failure cause and/or mechanism
Defects in requirements, design, process, quality

control, handling or part application, which are the
underlying cause or sequence of causes that
initiate a process (mechanism) that leads to a
failure mode over a certain time. A failure mode
may have more causes.
122/210
Basic terms
Failure cause and/or mechanism
For example; "fatigue or corrosion of a structural

beam" or "fretting corrosion in a electrical contact"
is a failure mechanism and in itself (likely) not a
failure mode. The related failure mode (end state) is
a "full fracture of structural beam" or "an open
electrical contact". The initial Cause might have
been "Improper application of corrosion protection
layer (paint)" and /or "(abnormal) vibration input
from another (possible failed) system".
123/210
Basic terms / Failure effect
Immediate consequences of a failure on operation,

function or functionality, or status of some item.
124/210
Indenture levels (bill of material or
functional breakdown)
An identifier for system level and thereby item

complexity. Complexity increases as levels are
closer to one.
125/210
Local effect
The failure effect as it applies to the item under

analysis.
126/210
Next higher level effect
The failure effect as it applies at the next higher

indenture level.
127/210
End effect
The failure effect at the highest indenture level or

total system.
128/210
Detection
The means of detection of the failure mode by

maintainer, operator or built in detection system,
including estimated dormancy period (if applicable)
129/210
Risk Priority Number (RPN)
Cost (of the event) * Probability (of the event

occurring) * Detection (Probability that the event
would not be detected before the user was aware of
it)
130/210
Severity
The consequences of a failure mode. Severity

considers the worst potential consequence of a
failure, determined by the degree of injury, property
damage, system damage and/or time lost to repair
the failure.
131/210
Remarks / mitigation / actions
Additional info, including the proposed mitigation or

actions used to lower a risk or justify a risk level or
scenario.
132/210
Example FMEA Worksheet
133/210
Probability (P)
In this step it is necessary to look at the cause of

a failure mode and the likelihood of occurrence.
This can be done by analysis, calculations / FEM,
looking at similar items or processes and the
failure modes that have been documented for
them in the past. A failure cause is looked upon
as a design weakness. All the potential causes
for a failure mode should be identified and
documented.
134/210
Probability (P)
This should be in technical terms. Examples of

causes are: Human errors in handling,
Manufacturing induced faults, Fatigue, Creep,
Abrasive wear, erroneous algorithms, excessive
voltage or improper operating conditions or use
(depending on the used ground rules). A failure
mode is given an Probability Ranking.
135/210
Probability (P)
136/210
Severity (S)
Determine the Severity for the worst case

scenario adverse end effect (state). It is
convenient to write these effects down in terms of
what the user might see or experience in terms of
functional failures. Examples of these end effects
are: full loss of function x, degraded performance,
functions in reversed mode, too late functioning,
erratic functioning, etc.
137/210
Severity (S)
Each end effect is given a Severity number (S)

from, say, I (no effect) to VI (catastrophic), based
on cost and/or loss of life or quality of life. These
numbers prioritize the failure modes (together
with probability and detectability). Below a typical
classification is given. Other classifications are
possible. See also hazard analysis.
138/210
Severity (S)
139/210
Detection (D)
140/210
Detection (D)
The means or method by which a failure is

detected, isolated by operator and/or maintainer
and the time it may take. This is important for
maintainability control (Availability of the system)
and it is specially important for multiple failure
scenarios.
141/210
Detection (D)
This may involve dormant failure modes (e.g. No

direct system effect, while a redundant system /
item automatic takes over or when the failure only
is problematic during specific mission or system
states) or latent failures (e.g. deterioration failure
mechanisms, like a metal growing crack, but not
a critical length).
142/210
Detection (D)
It should be made clear how the failure mode or

cause can be discovered by an operator under
normal system operation or if it can be discovered
by the maintenance crew by some diagnostic
action or automatic built in system test. A
dormancy and/or latency period may be entered.
143/210
Detection (D)
144/210
Detection (D)
DORMANCY or LATENCY PERIOD The average time that a

failure mode may be undetected may be entered if known.
For example:
During aircraft C Block inspection, preventive or predictive

maintenance, X months or X flight hours
During aircraft B Block inspection, preventive or predictive
maintenance, X months or X flight hours
During Turn-Around Inspection before or after flight (e.g. 8
hours average)
During in-built system functional test, X minutes
Continuously monitored, X seconds
145/210
Detection (D)
INDICATION
If the undetected failure allows the system to remain in a

safe / working state, a second failure situation should be
explored to determine whether or not an indication will be
evident to all operators and what corrective action they may
or should take.
146/210
Detection (D)
Indications to the operator should be described as follows:
Normal. An indication that is evident to an operator when the

system or equipment is operating normally.
Abnormal. An indication that is evident to an operator when

the system has malfunctioned or failed.
Incorrect. An erroneous indication to an operator due to the

malfunction or failure of an indicator (i.e., instruments,
sensing devices, visual or audible warning devices, etc.).
147/210
Detection (D)
PERFORM DETECTION COVERAGE ANALYSIS FOR

TEST PROCESSES AND MONITORING (From ARP4761
Standard):
148/210
Detection (D)
This type of analysis is useful to determine how effective

various test processes are at the detection of latent and
dormant faults. The method used to accomplish this involves
an examination of the applicable failure modes to determine
whether or not their effects are detected, and to determine
the percentage of failure rate applicable to the failure modes
which are detected. The possibility that the detection means
may itself fail latent should be accounted for in the coverage
analysis as a limiting factor (i.e., coverage cannot be more
reliable than the detection means availability).
149/210
Detection (D)
Inclusion of the detection coverage in the FMEA can lead to

each individual failure that would have been one effect
category now being a separate effect category due to the
detection coverage possibilities. Another way to include
detection coverage is for the FTA to conservatively assume
that no holes in coverage due to latent failure in the
detection method affect detection of all failures assigned to
the failure effect category of concern. The FMEA can be
revised is necessary for those cases where this conservative
assumption does not allow the top event probability
requirements to be met.
150/210
Detection (D)
After these three basic steps the Risk level may be provided.
151/210
Risk level (P*S) and (D)
Risk is the combination of End Effect Probability And

Severity. Where probability and severity includes the effect
on non-detectability (dormancy time). This may influence the
end effect probability of failure or the worst case effect
Severity. The exact calculation may not be easy in case
multiple scenarios (with multiple events) are possible and
detectability / dormancy plays a crucial role (as for
redundant systems). In that case Fault Tree Analysis and/or
Event Trees may be needed to determine exact probability
and risk levels.
152/210
Preliminary Risk levels can be selected based on a Risk

Matrix like shown below, based on Mil. Std. 882.[24] The
higher the Risk level, the more justification and mitigation is
needed to provide evidence and lower the risk to an
acceptable level. High risk should be indicated to higher
level management, who are responsible for final decision
making.
153/210
154/210
After this step the FMEA has become like a FMECA.
155/210
Timing
The FMEA should be updated whenever:
A new cycle begins (new product/process)

Changes are made to the operating conditions
A change is made in the design
New regulations are instituted
Customer feedback indicates a problem
156/210
Uses
Development of system requirements that minimize the

likelihood of failures.
Development of designs and test systems to ensure that
the failures have been eliminated or the risk is reduced to
acceptable level.
Development and evaluation of diagnostic systems
To help with design choices (trade-off analysis).
157/210
Advantages
Improve the quality, reliability and safety of a

product/process
Improve company image and competitiveness
Increase user satisfaction
Reduce system development time and cost
Collect information to reduce future failures, capture
engineering knowledge
158/210
Advantages
Reduce the potential for warranty concerns

Early identification and elimination of potential failure
modes
Emphasize problem prevention
Minimize late changes and associated cost
Catalyst for teamwork and idea exchange between
functions
Reduce the possibility of same kind of failure in future
Reduce impact on company profit margin
Improve production yield
159/210
Limitations
If used as a top-down tool, FMEA may only identify major

failure modes in a system. Fault tree analysis (FTA) is better
suited for "top-down" analysis. When used as a "bottom-up"
tool FMEA can augment or complement FTA and identify
many more causes and failure modes resulting in top-level
symptoms. It is not able to discover complex failure modes
involving multiple failures within a subsystem, or to report
expected failure intervals of particular failure modes up to
the upper level subsystem or system.
160/210
Limitations
Additionally, the multiplication of the severity, occurrence

and detection rankings may result in rank reversals, where a
less serious failure mode receives a higher RPN than a
more serious failure mode.
The reason for this is that the rankings are ordinal scale
numbers, and multiplication is not defined for ordinal
numbers. The ordinal rankings only say that one ranking is
better or worse than another, but not by how much. For
instance, a ranking of "2" may not be twice as severe as a
ranking of "1," or an "8" may not be twice as severe as a "4,"
but multiplication treats them as though they are. See Level
of measurement for further discussion.
161/210
Types
Functional: before design solutions are provided (or only on

high level) functions can be evaluated on potential functional
failure effects. General Mitigations ("design to"
requirements) can be proposed to limit consequence of
functional failures or limit the probability of occurrence in this
early development. It is based on a functional breakdown of
a system. This type may also be used for Software
evaluation.
162/210
Types
Concept Design / Hardware: analysis of systems or

subsystems in the early design concept stages to analyse
the failure mechanisms and lower level functional failures,
specially to different concept solutions in more detail. It may
be used in trade-off studies.
163/210
Types
Detailed Design / Hardware: analysis of products prior to

production. These are the most detailed (in mil 1629 called
Piece-Part or Hardware FMEA) FMEAs and used to identify
any possible hardware (or other) failure mode up to the
lowest part level. It should be based on hardware
breakdown (e.g. the BoM = Bill of Material). Any Failure
effect Severity, failure Prevention (Mitigation), Failure
Detection and Diagnostics may be fully analysed in this
FMEA.
164/210
Types
Process: analysis of manufacturing and assembly

processes. Both quality and reliability may be affected from
process faults. The input for this FMEA is amongst others a
work process / task Breakdown.
165/210
166/210
HOW TO CONDUCT AN
EFFECTIVE SAFETY
ASSESSMENT
OFFICE SPACES
Why should you be conducting
assessments?
●
To spot unsafe conditions and equipment
●
To focus on unsafe work practices or
behavior trends before they lead to injuries
●
Reveal the need for new safeguards
●
To provide a safe working environment for
all workers
What should I look for during an office
assessment?
●
Emergency Egress
●
Work Environment
●
Ergonomics
●
Emergency Information
●
Fire Prevention
●
Electrical Systems
●
Employee Behavior
Emergency Egress
●
Blocked or locked doorways
●
Locking devices that can impede
emergency egress
●
Properly marked exits
●
Properly illuminated exits
●
Clear aisles and pathways
Work Environment
●
Clean, sanitary and orderly work spaces
●
Tripping hazards such as loose tiles,
carpeting, flooring
●
Are drawers kept open when not in use
●
Are items stored above shoulder level and
unsecured
Ergonomics
●
Are workstations configured to prevent
employee discomfort and injury
●
Are employees aware of ergonomic risk
factors
●
Have employees received ergonomic
training
Emergency Information
●
Are emergency phone numbers posted
where they can be readily found
●
Are employees trained in emergency
procedures
●
Are evacuation procedures and diagrams
posted
Fire Prevention
●
Are portable fire extinguishers readily
available and unobstructed
●
Are fire pull stations clearly marked and
unobstructed
●
Are all fire sprinkler heads kept clear and
unobstructed (at least 18 inches)
●
Are space heaters used and authorized
Electrical Systems
●
Are extension cords/power strips kept
uncoupled (piggy-backed)
●
Are all extension cords/power strips
provided by the agency
●
Are electrical outlets clear of combustible
materials
●
Do electrical cords create trip hazards
●
Are extension cords used as permanent
wiring
Employee Behavior
●
Are employees observing established
safety rules
●
Do employees minimize hazards by
applying Operational Risk Management
principles
●
Are employee allowed to report unsafe
conditions or acts without restraint
Operational Risk Management
Identify
Supervise Assess
ORM
Control Decide
How to assess safety
SUMMARY
●
Promoting Safety
●
Monthly Assessment Program
●
Positive Findings (above & beyond
minimum requirements)
●
Assessments – emergency info, egress,
environment, ergonomics, fire prevention,
electrical, unsafe behavior
Risk Assessment and Management
Getting the Measure of Risk
●
Having understood the potential accident
sequences associated with a hazard (e.g.
using ETA) …
●
Next step is to determine the severity of the
credible accidents identified
●
Remember risk is the product of severity and
probability of an accident
●
Two different approaches:
– Estimate probability of accident, and hence get a
measure of accident risk… then decide whether
estimated risk is acceptable
●
Used in many domains, including rail, military
aerospace
●
Will discuss this approach first, using rail standards as
Accident Severity
●
Accident Severity Categories are qualitative
descriptions of consequences of failure
conditions (hazards)
– considering likely impact
Severity Consequence to Persons or Consequence to
Level Environment Service
Catastrophic Fatalities and/or multiple severe
injuries and/or major damage to the
environment
Critical Single fatality and/or severe injury Loss of a major system
and/or significant damage to the
environment
Marginal Minor injury and/or significant threat Severe system(s)
to the environment damage
Insignificant Possible minor injury Minor system damage
EN 50126
Accident Probability
Next, estimate (predict) accident probability
●
Use historical results, analysis, and engineering judgment to
determine appropriate qualitative probability category
●
Note we may have to consider both
– how likely hazard is to arise
– how likely hazard is to develop into accident
Category Description
Frequent Likely to occur frequently. The hazard will be continually experienced.
Probable Will occur several times. The hazard can be expected to occur often.
Occasional Likely to occur several times. The hazard can be expected to occur several
times
Remote Likely to occur sometime in the system lifecycle. The hazard can
reasonably be expected to occur
Improbable Unlikely to occur, but possible. It can be assumed that the hazard will
exceptionally occur.
Incredible Extremely unlikely to occur. It can be assumed that the hazard may not EN 50126
occur.
Classifying Risk
●
Having assigned severity and probability
associated with hazard consequences …
●
Next step is to use a Hazard Risk Matrix to
classify the the risk
Frequency of
occurrence of a Risk Levels
hazardous event
Frequent Undesirable Intolerable Intolerable Intolerable
Probable Tolerable Undesirable Intolerable Intolerable
Occasional Negligible Undesirable Undesirable Intolerable
Remote Negligible Tolerable Undesirable Undesirable
Improbable Negligible Negligible Tolerable Tolerable
Incredible Negligible Negligible Negligible Negligible
Insignificant Marginal Critical Catastrophic
Severity Level of Hazard Consequence
EN 50126
Accepting Risk
Reasoning about risk
●
Using HRI now possible to say, e.g.
Risk(Hazard H1) > Risk(Hazard H2)
●
In order to say what is acceptable /
unacceptable, must provide an interpretation,
e.g.
Risk Category Actions to be applied against each category
Intolerable Shall be eliminated
Undesirable Shall only be accepted when risk reduction is impracticable and with
the agreement of the Railway Authority or the Safety Regulatory
Authority, as appropriate
Tolerable Acceptable with adequate control and with the agreement of the
Railway Authority
Negligible Acceptable with the agreement of the Railway Authority
EN 50126
Managing Risk
Risk Resolution
●
Can associate objectives or actions with risk
class, e.g.
– technologies used
– development processes
– assessment criteria
●
Example, for “undesirable” risk, might decide
– no single point of failure shall lead to system
accident
– probability of fatality must be < 1x10-8 per hour
– failure behaviour over time (lifetime of system)
Determining Risk - Civil Aerospace Style 1
Start with determination of severity
●
very similar to rail categories
ARP 4761
●
When severity has been determined, can set
objectives (requirements) for risk control
– primarily boundaries on acceptable probability of
failure condition (hazard)
S e v e r ity P r o b a b ility O b je c tiv e
C la s s ific a tio n D e s c r ip tiv e Q u a n tita tiv e
(p e r flig h t h o u r )
C a ta s tro p h ic E x tr e m e ly Im p r o b a b le < 1 0 -9
H a z a rd o u s E x tr e m e ly R e m o te 1 0 -7 t o 1 0 -9
M a jo r R e m o te 1 0 -5 t o 1 0 -7
R e a s o n a b ly P r o b a b le 1 0 -3 t o 1 0 -5
M in o r Adapted from
F re q u e n t > 10 -3 ARP 4761
For civil aerospace, severity-related objectives are
set in
standards
●
easy to work with
●
unambiguous
– provided you can agree on standardised and
objective measures of severity!
BUT
●
Need to understand that direct mapping from
severity to probability objectives is based on
important assumption:
Where does acceptable risk come from?
●
in principle, requirements reflect “what risk the
public is willing to accept”
– risk (A) = probability (A) * severity (A)
– level of acceptable risk hard to determine, and
subjective
●
in practice, certification bodies (airworthiness
authorities) act as surrogates for the public
– “bottom line” is hull loss rate
– civil aviation hull loss rate target is currently 10 -7
per flying hour
●
for comparison, military aviation (UK) hull loss rate
●
Has further implications:
– implicit assumption about number of catastrophic
failure conditions on an aircraft
– also implicit assumption about how probable
failure condition is to actually develop into an
accident
●
Example:
– probability objective (target) for catastrophic failure
condition is < 10-9 per flight hour
– target hull loss rate is < 10-7 per flight hour
– implies either a maximum of 100 catastrophic
failure conditions on an aircraft, assuming all
occurrences of catastrophic failure conditions will
●
Note that objective of probability per flying hour has its problems…
●
Consider:
– histogram shows accidents / time

– 1.8% of accidents occur in load / taxi / unload
The ALARP Principle 1
ALARP = As Low As Reasonably Practicable
R is k c a n n o t b e
ju s tif ie d o n a n y
g ro u n d s
IN T O L E R A B L E
TO LE R A B LE
T H E A LA R P o n ly if r is k r e d u c tio n s a r e
( A s L o w A s R e a s o n a b ly im p r a c t ic a b le o r c o s t
P r a c t ic a b le ) g r o s s ly d is p r o p o r tio n a te to
R E G IO N th e im p r o v e m e n t g a in e d
R is k is u n d e r t a k e n o n ly if TO LE R A B LE
b e n e f it is d e s ir e d if c o s t o f r e d u c t io n w o u ld
e x c e e d im p r o v e m e n t
g a in e d
B R O A D LY A C C E P T A B LE N E G L IG IB L E R IS K
R E G IO N
The ALARP Principle 2
●
Provides an interpretation of identified risks
●
Pragmatic – although you can always spend
more money to improve safety, it is not always
cost-effective
●
However, “cost-effectiveness” introduces
ambiguity
●
Regions of tolerability defined by regulatory
domain and customer
●
Approach is often implicit in the management
of safety-critical projects anyway
Risk Reduction Flowchart 1
Identify and determine risk associated with
identified hazards
ID E N T IF Y H A Z A R D a n d R IS K
H a z a r d R is k
H a za rd
(S e v e r ity /P r o b a b ility )
Id e n tific a tio n
E s ta b lis h e d
S y s te m
D e s ig n
Id e n tify H a z a r d a n d R is k A S S E S S R IS K
H a z a r d R is k R is k M e a s u r e d
H a za rd
(S e v e r ity /P r o b a b ility ) A g a in s t H R I
E s ta b lis h e d M a tr ix C r ite r ia
S y s te m
D e s ig n
No R is k Yes
A c c e p ta b le ?
Id e n tify H a z a r d a n d R is k A s s e s s R is k
H a z a r d R is k R is k M e a s u r e d
H a za rd
(S e v e r ity /P r o b a b ility ) A g a in s t H R I
E s ta b lis h e d M a tr ix C r ite r ia
S y s te m
D e s ig n T A K E A C T IO N
A p p ly R e -d e s ig n No R is k Yes C o n tin u e d e s ig n .
P re c e d e n c e A c c e p ta b le ? D o c u m e n t a n a ly s is
C r ite r ia a n d ju s tific a tio n
1. R e d e s ig n to e lim in a te h a z a r d , o r r e d u c e lik e lih o o d

2. In c o r p o r a te m itig a tio n , e .g . s a fe ty d e v ic e s
3. P r o v id e w a r n in g s
O p e ra to r / C re w 4. D e v e lo p p r o c e d u r e s a n d tr a in in g
T r a in in g R e q u ir e d
Precedence in Risk Reduction 1
●
Redesign to eliminate risk
– Best where practical
●
Change in operational role, or removal of hazardous
material
●
Redesign to reduce hazard likelihood
– Select architecture or components
●
Duplex or triplex or …
●
Higher integrity components, with lower failure rates
●
Incorporate mitigation to reduce impact of
failures
– Automated protection, e.g. pressure relief valves
– Where incorporated, need to check periodically
Precedence in Risk Reduction 2
●
Provide warning devices
– Detect the hazardous condition and warn
operators
●
e.g. indicate that landing gear has not fully deployed
●
e.g. to evacuate building due to fire or fumes
●
Provide procedures and training
– Reduce likelihood of hazard, or mitigate
●
may involve use of personal protective equipment
– Do not assume procedures are enough by
themselves
●
consider evolution of power guillotine regulations
●
Precedence order
Residual Risk - 1
●
Residual Risks are those that cannot be
‘designed out’
– risks inherent to design, where benefit is desirable
●
Significant residual risks must be formally
accepted by the appropriate authority (typically
customer / operator)
●
Can use Decision Authority Matrix, e.g.
Hazard Severity Categories
Frequency of I II III IV
Occurrence CATASTROPHIC CRITICAL MARGINAL NEGLIGIBLE
A FREQUENT HIGH HIGH HIGH MEDIUM
B PROBABLE HIGH HIGH MEDIUM LOW
(MIL-STD-882C)
C OCCASIONAL HIGH HIGH MEDIUM LOW
D REMOTE HIGH MEDIUM LOW LOW
E IMPROBABLE MEDIUM LOW LOW LOW
Residual Risk 2
Appropriate Decision Authority (From MIL-STD-

882C)
HIGH – Service Acquisition Executive
– e.g. no ground collision avoidance on F22 –
signed off by
4-star Air Force General
MEDIUM – Program Executive Officer
LOW – Program Manager
●
Usually a requirement to document all actions
taken to resolve risk within terms of contract
●
Customer authority can then decide whether
Risk Management Summary
●
Risk Assessment is the process of identifying
the risk associated with system hazards
●
Approach in many sectors (military, rail…) is to
use Hazard Risk Matrix to determine the risk
associated with a hazard from severity and
probability estimates
– then decide on acceptability of risk
●
Alternative approach (Civil Aerospace) is
based around severity
– assumption of fixed level of acceptable risk...
– … so can derive objectives, including probability,
from severity

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Accident and Incident Investigation

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Accident and Incident

Deal with immediate

Select the level of

Investigate the event.

Record and analyse the

Review the process.

Deal with immediate

The investigation should determine what control

-This can be from a few events to a series of

- An unsafe act occurs in approx 85%- 95% of

600 Accidents with no visible injury or

6000 Unsafe Acts or Conditions

 Results of the accident

No animals were hurt as a result of this accident

a. To develop and implement corrective actions.

Accident analysis is carried out in order to

It may be performed by a range of experts,

Accident analysis is performed in four steps:

Fact gathering: After an accident happened

After the forensic process has been

If the accident history is sufficiently

In some cases the development of counter-

There exist numerous forms of Accident

Causal Analysis uses the principle of

Expert Analysis relies on the knowledge and

Organizational Analysis relies on systemic

Organizational Analysis can be falsified and

Once all available data has been collected by

Camera matching uses accident scene

All survey data and photos are then imported

Photogrammetry is used to determine the

The photographs can be used to extract

The forensic engineer can then choose points

Photographic rectification is also used to

Failure Mode and Effects Analysis (FMEA) was

It was developed by reliability engineers in the

A FMEA is often the first step of a system

For each component, the failure modes and their

A few different types of FMEA analysis exist, like

Sometimes the FMEA is called FMECA to

An FMEA is an inductive reasoning (forward

A successful FMEA activity helps to identify

It is widely used in development and

Functional analyses are needed as an input to

A FMEA is used to structure Mitigation for Risk

The FMEA is in principle a full inductive (forward

Ideally this probability shall be lowered to

The FME(C)A is a design tool used to

Successful development of an FMEA requires

The FMECA should be a living document during

Timeliness is probably the most important

While the FMECA identifies all part failure modes,

Therefore, the FMECA should be performed

Remark: For more complete scenario modelling

The analysis may be performed at the functional

In addition to the FMEAs done on systems to

These analyses are done to the piece part level for

The ground rules of each FMEA include a set of

Every effort should be made to define all ground

● Only one failure mode exists at a time.

Major benefits derived from a properly implemented

It provides a documented method for selecting a

A documented uniform method of assessing

Early identification of single failure points (SFPS)