Human Factors in Flight

After a much awaited arrival, Boeing has finally launched its 787 Dreamliner. Designed for more efficient flight, the new aircraft aims to bring a revolution in aviation technological use and the freedom it provides its passengers and pilots in its operation. The technology employed by Boeing has already been cited as ground breaking, with various pilots offering their positive opinions on how much more efficient their flight procedures have become. This paper seeks to give a detail account of the various technological processes and design innovations used by Boeing in making the 787 Dreamliner a success. According to the Boeing Company, the aircraft was designed keeping in mind operational improvements and cost saving procedures. The paper will explain the use of the technology employed in the aircraft.

How pilots and passengers alike use the technology available determines how beneficial the said technology really is. According to Boeing, one of the primary purposes of the Dreamliner was to decrease the work load of pilots, a crucial human factor in air transport. It also hoped to help airlines develop a mixed fleet flying program which would allow pilots to fly the new aircraft without feeling much difference from its predecessors and thus requiring less training. Another crucial human factor considered by airlines when expanding their fleet. Based on this premise, the second part of the paper will scrutinize the human factors involved in the usage and application of the technology available in the Boeing 787 Dreamliner.

Boeing 787 Dreamliner
 It is pertinent to mention that the aircraft has been designed under three variants.
Baseline version
Short range version
Stretched Version
The difference in the three versions is in size, passenger intake and range. The baseline version can travel approximately 14,200-15,200 kilometers, where as the short range version can fly only approximately 5,000 kilometers. Similarly, the cargo conditions vary between the variants based on the need of the airlines (Sofge, 2006).

The Boeing 787 Dreamliner basic strength in technology is the ushering of a new platform of construction material. The company has used a different material, much different from conventional aircraft modeling material, which has given it a unique status in the aviation world. For one, the Boeing 787 Dreamliner has made use of composite fibers. By using carbon graphite mixed with epoxy now account for 50 of the fuselage of the aircraft (AeroSpace Technology, 2010). Boeing has radically increased dependence on this technology since its inception of the Boeing 777. Earlier aircrafts, like the Boeing 777 used only 9 of the material (Sofge, 2006). Because of the drastic increase, the 787 Dreamliner is stronger and also lighter as compared to its predecessors, made from mainly aluminum structures.

Another addition to this new aircraft has been in the form of the new wing structure that is entirely new to aviation technology. The Boeing 787 has been upgraded with a different wing structure. The wings on this aircraft are sweptback in nature and have variable-camber trailing edges. Because of the enormous structure of this plane, the wings are longer in length as compared to other aircrafts operating in similar ranges. The addition of this technology has allowed this aircraft to achieve a lift capability of 2 greater than the Boeing 767, otherwise known for its enormous lift capabilities (Sofge, 2006). The longer wing structures allow for the wings to gain a more flexible nature. Furthermore, the aviation designers have custom fitted the wings with single piece electrical units which deal with flaps, anti icing and other similar technological devices generally fitted across wing structures. This technology has simplified the maintenance requirements of the aircraft manifolds.

The cockpit of the aircraft has undergone massive changes as compared to earlier versions of Boeing aircrafts as well. Now, pilots can enjoy heads up display toggles which allow them to view digital information at eye level. These electronic flight bags hold information regarding terrain charts, maps and manuals that provide better navigational tools to the pilots at direct eye level. The cockpit screen itself is visibly more open than previous models of airplanes offered by Boeing. The screen now offers 546 square inches of display which allows pilots to view more and thus make sound decisions (AeroSpace Technology, 2010). On top of that, the navigation system now has information stored regarding the runways and directional planes of all major airports to help pilots deal with new territories and airports. The aim of this technology was to reduce the divergence of pilots attention during flights and produce one panel where pilots can navigate entirely. The aim was to reduce pilot error and help mitigate runway collision risks associated with hard to use panels, and over complicated cockpits.

Other variants in the design of the new aircraft have bought massive change in aviation technology. For one, the cargo has been enlarged at an unprecedented rate. Now, the airplane can fit 45 more cargo than its predecessor, the 767. Beyond that, the pressurization levels in the aircrafts have been bought down to 6000 feet cabin pressure (Sofge, 2006). Initially, before the induction of new electric compressors as used on the Dreamliner, cabin pressure had to be at 8000 feet and that too from the use of air through engines (Sofge, 2006). This new technology has reshaped the convenience offered to flight crew and passengers in the aircraft. The climate, which would initially be affected by the cabin pressure, is now more controlled. Since the aircraft has a huge body which is non corrosive in nature, cabin temperature can be adjusted to accommodate more humidity levels saving the passengers and flight crew of the unnecessary dehydration that occurred with air conditioning systems used in previous aircrafts (Paur, 2009).

The automation technology used in the aircraft has created massive improvements in aviation systems across the globe. New sensors placed across the Dreamliner are now connected to wireless networks connected to a central data processor (Sofge, 2006). This technology connects the various sensors across the aircraft to automate various situations and circumstances that might occur in midflight. For instance, in the case of active gust, the active gust alleviation system coordinates with sensors across the plane. Thus, by gaining information from sensors on the nose to measure turbulence, and sensors used to adjust wing flaps, the central data processor automates the process automatically adjusting the wing flaps in the case of turbulence.  Self monitoring systems have also been used in the aircraft which allow mechanical experts on ground to be fully aware of the situation of the aircraft in flight. Mechanics can keep track of the functionalities occurring during flight and can thus predict possible mechanical failures far in advance (Sofge, 2006).

Besides the extensive room provided to passengers, those travelling on the Boeing 787 can enjoy internet streaming at speeds over 250 kilo bytes per second through satellite connectivity (Paur, 2009). The windows provided next to passengers seats now act as electronic dimmers which adjust lighting automatically or according to the wish of the passenger. These windows are also the largest being used on any commercial aircraft, measuring 18.5 inches in height.

Human factors involved in introducing this technology to the aviation world    
When Boeing created the Dreamliner, their sole aim was to ensure that the aircraft could be used in a mixed fleet atmosphere. Knowing how sensitive human factors can be in the implementation of new technology, Boeing ensured that all previous models and their technological bases were used to create the Dreamliner. The purpose of this was simple to provide new pilots with the appearance of nothing new but radically reforming the technology underneath. By doing this, Boeing curtailed a very important aspect that deters the implementation of new technology (Vicente, 2006). They were able to cut down on the amount of training new pilots would need to work the Dreamliner. Since the Dreamliner is based on the same premise as its predecessors, pilots need a maximum of 5 days training in the new cockpit. The technology is evidently different, new and innovative and has reduced pilot work load drastically. However, to implement the technology to be usable by the pilots, Boeing recognized the need for the base structure and processes to be the same, thus curtailing an important human factor of training in the transition towards a mixed fleet atmosphere for airlines.  Thus, its decision to vary the customizability of the planes was based on human factors. Realizing the different needs of different airlines, Boeing introduced the three different variants on the basis of the requirement of range, passengers and cargo. Different human factor constraints such as smaller travel distances, fewer passengers and the capability of airports to handle excess load were all taken into account when developing this technology. Thus, before implementation, the technology was also varied as is visible by the variants of the Dreamliner to ensure compatibility with human factors.
  
Whenever new technology is introduced, it is important to consider the implications in terms of its use and application. Since in the end, the technology is designed to assist human beings, the fundamental concern is the usage by human beings (Vicente, 2006). Thus, when rating the application and introduction of new technology, it is pertinent to consider the form of human factors that must be considered into the implementation of the new technology (Vicente, 2006).
       
The Boeing 787 has been designed using breakthrough technology with the view of helping pilots, passengers, cabin crew and ground staff to streamline air flight procedures. Whether this is related to in-flight entertainment, air traffic control, flight procedures or mechanical assistance, the Dreamliner has incorporated different levels of technology to assist human involvement in the technology.
  
The first aspect of the technology used by the Dreamliner uses 50 of its body structure through a mix of carbon fiber and epoxy. The primary reason for the use of this technology was to make it lighter in the air and sturdier as compared to previous aircrafts. This factor however goes hand in hand in usefulness based on how well pilots can exploit the technology. First of all, the implications of this technology mean that airline conglomerates must focus on efficiency of flight. The first human factor that comes to mind is the need to decrease over dependence on fuel and to create more efficient ways of flying by consuming less. Developing processes that take use of this technology are important for airlines operating this aircraft. The technology can be present, but if efficiency is wasted elsewhere, the technology will go to waste. Second, the lightness of the aircraft is unprecedented. Since pilots have trained on heavier aluminum based aircrafts, it is important to impart training to help them become accustomed to the new technology. Flying a lighter aircraft, even though the size is bigger can be a daunting task and requires clear attention on human factors relating to a new form of pilot training.
   
It is equally important to consider the use of one piece systems that the Dreamliner employs. The wings of the Dreamliner are custom fitted with single piece electronic devices which track flap control, anti icing and other mechanical features otherwise common on wing structures. The aim of this technology was to provide a one stop mechanical fix option to reduce mechanical repair time and cost. At the same time, the fact that all features have been integrated under one head, the tracking of faults improves drastically and at the likelihood of problems occurring decrease proportionately. However, this system is only as good as the human ordained to use it. Without adequate knowledge, skill and training, the use of this technology can go to waste easily. When one piece circuits were not used, mechanics has to have specialized skills. However, with the use of this technology, the dynamics have changed. Mechanics must now be trained to deal with all kinds of wing related issues. The induction of this technology has also introduced a new field in mechanical training. Now, mechanics must have a wide range of skills and should have a holistic knowledge of all the processes involved with circuits placed on the wings of an aircraft.

Since the concept of upgrading the cockpit for pilots was in line with increasing safety, the human element plays a massive role in the implementation of the new technology. The addition of new flight toggles such as the electronic flight bags were based on the premise that pilots needed direct information which was in crude terms in their face. To avoid distractions in the cockpit, Boeing introduced technology that provided pilots with manuals, navigational equipment and terrain maps at eye level to help them lower their distraction level and occupation level with various buttons and procedures. The next technology clearly establishes the need for focus as a crucial human factor. Without focus and direction, airlines run the risk of runway collisions, mid air flight problems and pilot errors. Thus, the human factor that remains after the implementation of this technology is that of realizing the importance of the implementation. Aviation experts must realize that focus and attention spans are increasingly becoming more pertinent in the industry. Thus, no matter how sophisticated a technological implementation can be, human factors such as concentration play an evidently important role in the use of the technology (Sullivan, 2009). To make the best use of this technology, pilots must consider the need for consistent attention and dedicated concentration spans linked to flying the aircraft.

With the ability to contain more cargo, the Boeing 787 has created the need for more man power in the cargo area. Because a lot more loading and unloading has to be done, this technology comes hand in hand with new labor being inducted to work the capacity of the aircraft. Secondly, with larger space comes larger responsibility. Efficient use of resources to attain maximum storage will be essential if the aircraft is to fly productively, thus increasing the reliance on the abilities and skills of the storage crew.
  
Furthermore, the induction of the electronic compressors to reduce cabin pressure has created a new service for flight crews. Now, flight attendants can service their customers better than before, thus creating a new form of service in the aviation industry. The sole purpose of the use of this technology was to increase the in-flight experience. Without a supplementary staff taking advantage of this circumstance, the effects of the reduced cabin pressure cannot be properly utilized. Thus, the requirement for better servicing from flight attendants has become a must and crucial human factor in the implementation of this technology in the aviation industry (Vicente, 2006).

The automated systems being employed by the Dreamliner are a source of debate. If the system fails, the aircraft could suffer serious consequences, not to mention the possibility of loss of life. Sensors monitoring the state of the aircraft and the central data processor used to automate and coordinate the requirements of the aircraft make life a lot simpler for the cabin crew. However, leaving everything to machines and avoiding the human factor can lead to fatal mistakes (Hawkins, 1993). The need to recheck and tally the information processing taking place through the sensors is utmost important and therefore, trained professionals are required to keep track of the automated sensors (Hawkins, 1993). The costs might increase, but the time efficiency will still be achieved. A sense of human factors in this regard is needed when dealing with the implementation of automated technology. Furthermore, the data being sent to on ground mechanics has increased the reliability of aircrafts. With a constant maintenance crew working on the aircraft while it is in flight as well has increased the level of maintenance of aircrafts all together. At the same time however, it has increased the work load on mechanics and have bought human processes on flight as well. Mechanics need to be trained to deal with in flight maintenance given this is a relatively new concept. At the same time, eventually cabin crew will also be imparted training related to necessary, on the spot maintenance check, in case the on ground maintenance team finds problems with certain areas of the aircraft. In the end, professional training to deal with this new technology will be necessary across the board to get the best out of the application of the technology.
  
Technology implementation comes hand in hand with human factors involved with its application and use. Without adequately considering the human factors involved, technology can neither be effective not implementable in the aviation industry (Hawkins, 1993).
  
The reason for this is simple when human lives are at stake, technology and human factors must be channeled in a fashion that ensures checks and balances on both. Man made the technology to assist in work processes however, even so, the work processes are still handled by man. Thus, the use of technology is only as good as the user. Without coordination between the two, technology cannot be effectively employed. It is pertinent to understand the human factors that will play a part in either hindering the technological implementation or strengthening it. Second, it is also necessary to understand that to use the technology human factors must be aligned with the technology.