Impact of Personal Wellness and Acceleration forces in aviation

The generally accepted definition of Personal wellness is to stay in good condition physically, mentally, and spiritually, especially through healthy choices in those areas and having a balanced state of these parts of the psyche. Personal wellness plays a pivotal role in efficient working for any professional. But its importance is significantly higher in the case of aviators because hisher job is responsible for transporting myriad passengers. (February 15, 2010, earthzense)

There have been many cases where personal wellness has been sacrificed by aviators leading to catastrophic consequences. The pilots have been often found flying in an inebriated state. The alcohol in their body slows their reflexes. As an old saying in aviation goes Dont let your plane take to place where your mind has not reached 5 minutes ago. The airlines who fail to penalize the pilots who fly in drunken state are welcoming disaster. Another area of neglect in the case of personal wellness is fatigue. The fatigue takes a toll on the pilots as it drastically drops the alertness level and subsequently the response time. Time and again it has been witnessed that the failure to provide sufficient rest to the pilots has affected their job. The stress tends grow even more in long haul flights where the pilots go through various time zones. The tremendous physical pressure adversely affects their mental strength to handle any other arduous situation.

An example of fatigue as a probable cause of a US commercial aircraft accident occurred on August 18th, 1993 in Guantanamo Bay, Cuba involving a DC-8. Impact forces and post-accident fire destroyed the airplane, and the three flight crewmembers sustained serious injuries. Visual meteorological conditions prevailed, and an instrument flight rules plan had been filed. The following is the NTSB summary report
Probable Cause THE IMPAIRED JUDGEMENT, DECISION-MAKING, AND FLYING ABILITIES OF THE CAPTAIN AND FLIGHTCREW DUE TO THE EFFECTS OF FATIGUE THE CAPTAINS FAILURE TO PROPERLY ASSESS THE CONDITIONS FOR LANDING AND MAINTAINING VIGILANT SITUATIONAL AWARENESS OF THE AIRPLANE WHILE MANEUVERING ONTO FINAL APPROACH HIS FAILURE TO PREVENT THE LOSS OF AIRSPEED AND AVOID A STALL WHILE IN THE STEEP BANK TURN AND HIS FAILURE TO EXECUTE IMMEDIATE ACTION TO RECOVER FROM A STALL. ADDITIONAL FACTORS CONTRIBUTING TO THE CAUSE WERE THE INADEQUACY OF THE FLIGHT AND DUTY TIME REGULATIONS APPLIED TO 14 CFR, PART 121, SUPPLEMENTAL AIR CARRIER, INTERNATIONAL OPERATIONS, AND THE CIRCUMSTANCES THAT RESULTED IN THE EXTENDED FLIGHTDUTY HOURS AND FATIGUE OF THE FLIGHTCREW MEMBERS. ALSO CONTRIBUTING WERE THE INADEQUATE CREW RESOURCE MANAGEMENT TRAINING AND THE INADEQUATE TRAINING AND GUIDANCE BY THE AIRLINE, TO THE FLIGHTCREW FOR OPERATIONS AT SPECIAL AIRPORTS, SUCH AS GUANTANAMO BAY AND THE NAVYS FAILURE TO PROVIDE A SYSTEM THAT WOULD ASSURE THAT THE LOCAL TOWER CONTROLLER WAS AWARE OF THE INOPERATIVE STROBE LIGHT SO AS TO PROVIDE THE FLIGHTCREW WITH SUCH INFORMATION. (NTSB REPORT AAR-9404, ADOPTED 51094)

Another reason that has cropped up over the years that lead to severe accidents is the acceleration forces. Whenever a plane is caught in turbulence or subjected to any unforeseen circumstances a lot of pressure is exerted on the structure of the plane as well the passengers inside it.

Acceleration Forces The force of gravity on earth causes a constant acceleration of 32 feet-per-second squared. An object in freefall will accelerate at an ever-increasing speed toward earth until it impacts the earth or reaches terminal velocitythe point at which the force of aerodynamic drag acting on the object overcomes the force of acceleration induced by gravity. Acceleration is described in units of the force called Gs. A pilot in a steep turn may experience forces of acceleration equivalent to many times the force of gravity. As an aircraft enters into a high-speed, coordinated turn or begins the pullout from a steep dive, the pilot experiences GHz. (Definition of Wellness, February 16, 2010)

The acceleration forces affect the heart and cardio vascular system. These organs face tremendous amount of pressure and in rarest of rare cases have met with complete failure. Usually when the pilot or passenger face these acceleration forces then the blood flow becomes irregular as a large volume of blood moves towards the brain. The brain does not receive sufficient amount of oxygen. As a result the first sign of G forces acting on your body makes human body drowsy and feeble. Eventually the human body relinquishes to the pressure exerted and faints.

Although combat pilots are most susceptible to experience G forces but it has been seen that in a few air crashes commercial Pilots and passengers have fallen prey to G forces. One of the incident in which the pilots and passengers faced grave danger of dying was in the year 1985 when a China airlines Boeing 747 flight 006 underwent a rapid dive because of a failure of one engine. 

The airplane was subjected to tremendous stress because of the crew error to start the engine. The plane started losing altitude from 30,000Ft gradually but the moment the auto pilot was disengaged the plane lost almost 20,000 in matter of few minutes. The picture below illustrates the harrowing experience that the passengers had to undergo in those few seconds.

There were two injuries. One was a fracture and laceration of a foot the other acute back strain requiring two days of hospitalization. The aircraft was significantly damaged by the aerodynamic forces. The wings were permanently bent upwards by two inches, the inboard main landing gear lost two actuator doors, and the two inboard main gear struts were left dangling. (China Airlines 006, February 15, 2010)

But this accident once again also points out to our primary problem of pilot fatigue. The report also highlights the fact that pilots made that serious error because of the fatigue and stress related job. The Pilots failed to respond in time because they were tired both physically and mentally.

This leaves us with very little options but to accept the fact that we cannot ignore pilot fatigue. Although constant efforts have been made to negotiate with pilot fatigue yet the main grouse of pilots is their inability to sleep.

Thus I would strongly recommend that proper measure have to be taken to make sure that a Pilot is kept under good health at all times. She should not be subjected to working beyond his stipulated time period as this would be like setting up the platform for carnage. It is of prime importance that Pilots undergo a breath analyzer test to make sure that there are no traces of alcohol in their blood. Commit to making personal wellness a precondition of flying (for example, by using the IM SAFE checklist before each flight). Know your personal susceptibility to hypoxia, carry supplemental oxygen on flights where its use may benefit you or your passengers and establish oxygen personal minimumse.g., daytime above 8,000 ft. MSL  night time above 5,000 ft. MSL. The use of Yoga meditation to stress your self is also highly recommended before boarding any flight. (Aviators model code of conduct, February 16, 2010)

I would like to strongly recommend that Pilots should also be trained on similar platforms as that of the combat pilots. This will expose them to G forces and help them negotiate with them a bit better. Also this will give an opportunity for the pilots to deal with any unforeseen situation in a more comprehensive way. It is of critical importance that a Pilot realizes that she is flying the plane and not the auto pilot. Overdependence on technology can prove to be costly as there is no room for error in aviation.

Aviation Regulation History

The aviation industry in the United States is regulated by the United States Department of Transport through the Federal Aviation Administration. The federal aviation administration mandate is to administer all aspects of air transport in the United States. It was established in 1958 and is responsible for regulation commercial air transport, flight standards, development of aviation and aeronautic technology, issuing and suspending pilot certificates, promoting safety in air transport and controlling air transport. However, the aviation regulation has undergone various changes over the years. 

Aviation Regulation History
Powered flight was first attempted by Orville Wright and his brother Wilber in 1903. The 12 seconds flight inspired the development of the modern aviation transport. Efforts to develop flying machines were launched all over the world and thus major aviation technological development took place in the first decades of the 20th century. Planes were used during the First World War which proved to be a necessary military tool. Airmails services also triggered the development of commercial planes. However, despite the limited technology in the first quarter of the 20th century, flying was very dangerous. Flight conditions were poor due to lack of navigation devices, magnetic compasses were the only devices used by pilots. Pilots were forced to fly low, less than 500 feet, and fatal accidents were common. The first act related to aviation industry was the Air Mail Act which was enacted in 1925. The act led to the creation of commercially oriented airline industry and some airline companies such as Ford Air Transport Services and Pan American Airways were established (FAA, 2010).
   
The number of flights increased tremendously towards the end of the first half of the 20th century which necessitated the need for better aviation regulations. The enactment of the Air Commerce Act in 1926 was the first attempt by the United States central government to regulate aviation industry. The act was based on the argument that air transport could not reach its commercial potential if the government did not have proper mechanisms to improve and regulate its security standards. The Secretary of Commerce was given the mandate to foster air commerce and development and enforcement of air transport standards, rules and regulation, certify air crafts and pilots. He was also mandated to establish and operate airways and navigation aids. This led to the establishment of Aeronautics Branch within the Department of Commerce. Certification of pilots and air crafts was the major concern of Department of Commerce. It operated the lighted airways which were formally operated by post office department. Radio communications in aviation improved where introduction of radio beacons was a major development in air navigation (Whitelegg, 2001).
  
 Due to its importance, the Aeronautics Branch changed its name to Bureau of Air Commerce in 1934. As a result of increased demand for air transport, the Department of Commerce through the bureau promoted the establishment of air traffic control centers. The Civil Aeronautics Act of 1938 created Civil Aeronautics Authority which was an independent federal agency responsible for aviation regulation. This act increased the federal government authority in the control of air transport and the new authority was given powers to control fares and routes served by air lines. In 1940, President Roosevelt split the authority into Civil Aeronautics Board and Civil Aeronautics Administration. The Civil Aeronautics Administrations responsibilities were air traffic controls, certifying pilots and aircrafts, enforcing safety standards and development of airways. The Civil Aeronautics Board on the other had regulated safety standards, economics of airlines and was responsible for investigation of air accidents. While CAA was under the department of commerce, CAB was an autonomous government agency.
   
When the United States entered the Second World War, CAA extended its air traffic controls and started controlling landings and takeoffs at all airports. The expanded responsibility continued and became permanent after the end of the war. The use of ladar in air traffic control after the war ensured that the authority was able to cope with the boom in the air transport. In 1946, CAA was given the responsibility of administering government programs in airports by the congress. The financial assistance programs were aimed at developing civil airport in the whole country.
   
The enactment of the Federal Aviation Act in 1958 was prompted by a series of air accidents which led to the creation of Federal Aviation Agency from the CAA. The act gave FAA the mandate of regulating air transport safety and it was to be responsible for both civil and military navigation systems and air traffic controls. The first head of FAA was a former general in the US Air Force and he had served in President Eisenhower government as his advisor. During the same years, NASA (National Aeronautics and Space Administration) was established to spearhead research on Aeronautic and space exploration. This was prompted by the launch of the first space satellite by the Soviet Union (Sinha, 1999).
   
The creation of US Department of Transport, DOT in 1969 led to the merger of all federal transport authorities and the creation of Federal Aviation Administration which was one of the agencies under DOT. Federal aviation administration took over the mandate of Federal Aviation Agency while National Transport Safety Board took over the responsibilities of CAB. The responsibilities of Federal Aviation Administration have however expanded over the time. Increased cases of hijacking led to the involvement of Federal Aviation Administration in aviation security, a role that was assumed by the Department of Homeland Security following the 911 attack by terrorists. In 1968, the administration was given the powers to set noise pollution standards in airports. In the 1960s and 1970s, the FAA was involved in regulating other forms of flying such as the altitude of balloon flying. It also acquired better traffic control systems which were semi automated and used computer technology. The Airline Deregulation Act was also enacted in 1978 which overruled economic regulation of air transport and airlines. The administration was authorized by the congress in 1979 to coordinate with airport management to establish and enforce noise pollution standards which was implemented in 1980s. Towards the end of the 20th century, FAA has developed programs aimed at installing improved traffic control systems in all airports and space exploration (Schmidt, 2005).   
 
Aviation regulation has undergone many changes since the enactment of the air commercial act in 1926. Since then, many federal agencies have been created to regulate air transport. The Federal Aviation Administration was formed over half a century ago and has streamlined aviation industry transforming how Americans live, link with others. FAA has made American air transport safe, reliable and most efficient transport system in the world. In regulating aviation industry, FAA works together with other federal agencies such as Department of Homeland Security as well as airlines and airport managements.

The Affects of Sleep Deprivation on Air Traffic Controllers Health

A human being needs enough hours to rest so as to give the body physical strength and to enable the brain to process information. Different studies show that the human body needs at least eight hours of good sleep. This enables body cells to function in a normal way without strain. Some people fail to sleep due to their work commitments and the engagement in daily chores. The health of an individual is more important than any other aspect of life (Scott, 1994). Considering all factors, sleep should be given the first priority when it comes to issues of work and rest.

The human brain is the engine of the body and it is the organ that coordinates the functions of other parts of human body. Therefore, it needs a lot of rest so as to enable the smooth flow of blood to every organ. Certain tasks, like air traffic control, consume a considerable amount of time leaving the controllers very little time to rest. This leads to health problems, such as eye infections, fatigue, headache, muscle cramps, and injuries resulting from the impact of the objects around the airport. Sleep deprivation, therefore, has negative effects on information processing. Failing to have enough sleep results in a more automatic information integration process that makes an individual shift information processing from the implicit to explicit method. However, the use of explicit processes or rule based strategies to implement tasks leads to errors when an individual is carrying out some tasks.
   
The information integration is the basic element when it comes to the execution of certain tasks including the air traffic control. Many tasks that are performed by individuals on the daily basis require the information integration rather than the rule based (explicit) process. For instance, driving, medical diagnosis and air traffic control are some tasks that require the information integration process. The front part of the brain is responsible for information processing in the body system and it requires that a person receives adequate rest (Didier, 1995). When an individual fails to sleep it becomes very difficult for him or her to carry put their professional duties as is expected.

Some tasks, such as air traffic control, are very technical and require the controller to be very attentive and concentrate on his or her work. Individuals who have good rest always apply the information integration process better than those workers who are sleep deprived. All organizations should provide their employees with a well balanced work-rest schedule so that they can have enough rest. The air traffic control sector is not an exception, because this is an area that requires controllers to work in shifts and thus they have inconsiderable time for sleep.
   
The National Transportation Safety Board provides information that shows how sleep deprivation has effects on the performance of air traffic controllers and other workers employed on shift basis. The effect of sleep deprivation on the air traffic controllers causes serious errors and the poor performance. Errors that occur due to tiredness include the failure to be attentive on runways and forgetting crucial information about air traffic rules. The errors occur due to the lack of good rest thus leading to the body tiredness (Tsang, Michael, 2007). Air traffic controllers fail to get enough sleep because they are at work at night when they are supposed to be asleep. The study shows that air traffic controllers have an average of two to three hours of sleep before they go for their night shifts.
   
The shifts are arranged in such a way that controllers work for long night hours than day hours. This leads to sleep deprivation that results from the poor scheduling of shifts, short periods of rest and bad habits. Poor scheduling of shifts results in the deprivation of sleep, because the controllers are rapidly rotated from one day to another. This drastic change of shifts is not healthy for the human body because it prevents the body from coping to the new work schedule. Another problem associated with poor scheduling is the use of counterclockwise schedules. These schedules are set such that the controller rotates to a shift that comes earlier than his or her previous shift. This disrupts the time for sleeping and waking up thus making it difficult for the body to adapt (Miro, 2003). The human body adapts well to a shift that has a later start time. Poor scheduling, therefore, is one of the major causes of sleep deprivation that makes it difficult for air traffic controllers to perform well. This results to lose of important information and failure to monitor runway in the best way as is required by air traffic rules.
   
The sleep loss is in another aspect affected by short rest periods that is set between shifts. Most air traffic controllers have eight to nine hours between their shifts which is not enough for them to sleep and to take satisfy their personal needs. Once the controllers finish work, they need to drive home, be together with their family and address personal matters. This leaves them with less than eight hours as is needed for an adult to rest. This means that an air traffic controller sleeps late and leaves for work early.
 The brain has very little time to rest and thus it uses the explicit process rather than the information integration process. This means a lot of errors will occur during the time of carrying on duties. Short rest periods have a lot of consequences in the career of many air traffic controllers who sometimes dose off during work time. Once the controller is not in a position to control air traffic due to tiredness, air transportation becomes very dangerous and this results to plane crash (Dongen, Cadwell, 2006). It is important therefore, to provide air controllers with enough rest periods so as to have adequate sleep.
   
Air traffic controllers working on shift basis engage themselves in bad habits after work instead of going home for sleep. Some of them get into entertainment joints to have fun and meet their friends and thus get home very late. Engaging in bad habits results in body tiredness, fatigue and other health complications. Tiredness and little sleep make the controllers perform poor in the following shift. Air traffic controllers should not prioritize other activities than sleep because doing so jeopardizes their work. It may also lead to poor coordination of body and brain thus committing a lot of errors and reducing their capacity to do better.
   
Air traffic control is a risk job because it involves the lives of many individuals who are under the control of one or two officers. This therefore, means that the controller must be sober and strong when executing his or her duties. He should not engage in activities that make him or her fail to sleep. The main role of these workers is to clear the runaways and ensure that the airport is safe for landing. Thus execution of such duties requires a person with sound mind so as to avoid commission of errors. Once a minor mistake happens, the entire system collapses thus causing a lot of mess in the air port. In addition, a lot of cost is incurred to bring back operations in to normal situation (Hockey, Sauer, 1998). Any activity that may deprive sleep of an air controller should be avoided and good measures should be put in place to provide humble time for rest. Sleep is a basic need in the life of an individual thus every person should have a good schedule that allows him or her to have enough time for sleep.
   
The health of air traffic controllers is affected by the failure to sleep due to long work shifts. The brain is the common element of body that is affected through deprivation of sleep. Consider an air traffic controller whose schedule of work is very tight such that he or she cannot get enough sleep, his health is adversely affected due to tiredness. The same controller has no enough time for taking a balanced diet, thus his body may lack some important nutrients. Another aspect that affects the health of an individual is stress.

Many air traffic controllers work under stressful conditions whereby they must be available any time a plane is about to land, make sure that the runways are clear and ensure that the conditions are good in the air port. This calls for a lot of attention thus forcing the controller to be stressful. Stress has an impact in the health of an individual because it does away with the normal functioning of the body system. An air traffic controller who has been exposed to such conditions losses appetite, moods and he or she gets other health complications. Failing to have enough sleep has connection with individuals health especially fatigue, nausea and loss of body weight (Taylor, Geisen, 1999). When the brain is so tired, the other body organs fail to function well.

An air traffic controller may suffer from severe headache due to fatigue and the brain information integration process. These complications are caused by the failure to sleep for more than eight hours. This means that body cells are overworked without giving them enough time to rest. During the time of sleep, blood flows very well without interruption, when the body does not rest, the flow of blood becomes very much complicated leading to health complications (Jarek, Batliner, Golz, 2009).
   
Air traffic controller is always busy throughout the work shifts. He or she keeps on checking the condition of the runways and monitoring the traffic movement of the planes through the communication with the pilot. Computers are used in this process and at the end of day employees become very much exhausted. After work the controller should have enough sleep so as to get good rest. This however, may not happen due to particular reasons. When the controller misses to sleep he or she accumulates the condition of body tiredness leading to headache. This is one of the major health problems that air traffic controllers complain of during their time of work. This can be controlled or treated by drawing a good work schedule that allocates enough time for sleep (Ruwantissa, 2002). Once the controller sleeps well he or she will never complain of headache but failure to rest results to more health complication. It is, therefore, important to consider body rests than any other activity some as to avoid health complications like headache.
   
Sleep deprivation in the career of air traffic controller results in injuries while executing duties around the airport. A controller who has had no enough sleep over night may sustain injuries from objects around the work place. He or she may step on sharp metallic objects due to lack of concentration that result from sleep loss. Air traffic controller may sustain leg, hand, or any other body part injuries as a result of dozing off due to brain fatigue. The injuries sustained make the patient to get off from work so as to nurse his or her injuries. Prevention is better than cure, so for air traffic controllers to avoid injuries they need to get enough sleep for the maximum concentration in their work (Rogers, 2005).

 The brain is the main organ that is concerned with processing information needed to carry out different functions. This calls for the maximum protection of this body part through the application of the laws of nature. Air traffic controllers need to work smart and avoid overworking the brain in order to have good health. Health experts recommend that an adult should have at least eight good hours for sleep and this must be observed by air traffic controllers. Body rest is the only cure for all health complications associated with sleep deprivation. However, there are some experts whom have knowledge on how to handle body health problems associated with sleep disorders.

Application of Gas Laws to Safe Flight

Naturally, human beings were not meant to fly like the birds. However, it is not easy for man to accept this fact. While air transport brought about much advancement to mankind, its security has been faced by numerous challenges. The changes in pressure as a result of changing altitudes in the course of flight have several effects on the human body. The effects of changing altitude on the human body can be explained using various gas laws. These gas laws include Boyles law, Charless law, Daltons law and Henrys law. These gas laws are more significant in aero medical transport where the health of the passenger is in critical conditions making the passenger more susceptible to changes in the cabin pressure especially if they have respiratory complications. The equipments used by the medical personnel are also affected by the changing environment. Understanding the effect of the changing environment by the cabin crew and the aero medical personnel is essential in order to reduce the effects of changing environment on the patient and the medical equipments (Hurd and Jernigan, 2003).  
   
Henrys law of gases states that, the amount of gas dissolved in a liquid is directly proportional to the partial pressure of the gas above the liquid at constant temperature and volume of liquid. In other words the amount of gas that can dissolve in a certain volume of a liquid is determined by the pressure of the gas above the liquid provided the temperature remains constant. Therefore, if the partial pressure of the gas above a liquid increases, the amount of gas dissolved also increases proportionally. Consequently, if the partial pressure of the gas above a liquid decreases, the amount of gas dissolved also reduce proportionally. A very good demonstration of the concepts of Henrys law of gases is opening a carbonated drink bottle. When the bottle is closed, the pressure above the liquid is slightly higher that the atmospheric pressure and therefore, more carbon dioxide gas is dissolved in the liquid. When the bottle is opened, some of the gases escape causing the pressure above the liquid decrease to atmospheric pressure. As the pressure reduces some of the dissolved gases in the liquid are also released in form of bubbles. The bubbling continues until equilibrium of the partial pressure of the gas above the liquid and the dissolved gas is attained (Hurd and Jernigan, 2003).  
   
Henrys law of gases is very significant in air transport especially among the divers. The law leads to the development of a condition known as the bends. The law can be used to explain why hypoxia increases with increase in altitude (Hurd and Jernigan, 2003, pg 204). The increase in altitude leads to a reduction in the atmospheric pressure which has a negative effect on the amount of oxygen dissolved in the blood. Divers on the other hand are affected by changes in the atmospheric pressure where the rapid changes in pressure result in decompression sickness. The adverse effect of changes in the atmospheric pressure on security of air transport can however be reduced by restricting the altitudes for diver and commercial aircrafts.

Pressurized cabins also reduce problems related to gas pressures although it has some limitations such as increased weight of the aircraft, very advanced controls of gases is required and possible decompression hazards. It is also important to access the health of the passengers before flights to determine the possible effect of changes in the gas pressures (Hurd and Jernigan, 2003).

Impact of Wright Brothers Invention on Civil Aviation

The Wright brothers, Wilbur and Orville, are the pioneers of today civil aviation. The two brothers were the first to invent and drive the first powered heavier than air human flight on December 1903. The interest in flying was created by their father from a Helicopter toy, which he brought for them and from their interest in making and flying kites. By 1899, the Wright brothers decided to study aeronautics which made them acquire expert knowledge in this field.  The Wright Brothers experimented on powered gliders which could lift a mans weight until in 17 December 1903 when they achieved their world first powered flight. They used experience, intelligence, and ingenuity to design their aircraft and by studying Birds flight they were able to make a better aircraft (Lamont). Although there are conflicting debates on who really invented aircrafts, the two brothers made remarkable contributions by laying foundation for future development of the industry.

1900 Kite and Glider experiments of the Wright Brothers
After years of trial, the 1890s experiments in flights carrying a full human being were proving to be successful. The experiments were carried gradually and in an invention path. The study of aerodynamics, flying birds, and maneuver of simple gliders was leading to control of complex powered airplanes that could take a controlled flight (Russell and Ash, 1974). Wright Brothers used the aeronautical information that had been done by earlier experimenters to build on their desire and invention of airplanes. Among the scientists whose research was a breakthrough to the Wright Brothers invention was Otto Lilienthal1848-1896, who had build complete body of aerodynamics data after 20 years of imaginative experiments.

The Wright Brothers had by 1899 developed serious interest in human flying and they decided to study aeronautics. They wrote a letter to the Smithsonian institution highlighting their desire to join the aeronautical community. The Wright Brothers had believed that human flight was possible and they were ready to do further inventions to make it possible. In 1900 the brothers constructed a powered glider which could carry a man while in air and could also be controlled while still flying. The Wright Brothers constructed a series of gliders with variations on wings, propulsion, and elevator for vertical movement. It was on 17 December 1903, when Wilbur and Orville finally achieved their goal of the worlds first powered flight. Orville flew the Wright Flyer 37 m (120 feet) for 12 seconds while Wilbur flew 260 meters for 59 seconds.

Impact of the Wright brothers invention
Wright Brothers were able to point out that weight and balance were important factors for successful flight. The pilots prone position was also found unsuitable and discoveries found that it was better for pilots to fly in horizontal position with the pilot lying down (Hallion, 2003). This discovery was later disapproved false by Leonardo Da Vinci and Langley and they suggested it was easier for pilots to fly and control an aircraft while at the same time distributing the weight alongside.

It was later to be proved by the Wright Brothers after studies of Cayley, Lilienthal, and Chanute that it was aerodynamic control which was the correct way of controlling flying machines. According to information from NASA, it has been recognized that using an aspect of ratio on the length of the wing to its width is needed for successful control of the aircraft. Wilbur was also able to discover the use of a twisted wing as a propeller and applying the lift force by pointing forward to allow propulsion. The Wright Brothers established an aircraft business that survived both World Wars and Wilbur founded the first aviation school in Pao.

Wright Brothers inspired the world with their finding and this enabled further development on aircraft during World wars, in facilitating traveling, and trade between continents. When compared with the earlier experimenters on flying, the Wright Brothers were the first to fly in an aircraft heavier-than-air and their achievement was made possible by bringing together all components of todays modern airplane. They managed to put systems to control the plane take off, keep in air and land. They also invented a light engine running on two propellers and they ended the use steam engines in aircrafts. The Wright Brothers by inventing the propellers as part of the aircrafts engine made an impact in the development of aircraft as the propeller helps to lift it easier (Polino, 2005). They used specially curved wings and fixed wings and in this way they proved the findings of Leonardo Da Vinci false by proving that when weight of aircraft is distributed alongside the aircraft then it could be controlled while in flight. Since all their findings and inventions succeeded and have been used from then the Wright Brothers have had the greatest impact on civil aviation.

The Wright Brothers made important contribution to the aviation industry. Invention of airplanes still remains as one of the turning points in history pioneered by the Wright Brothers. This invention has made a great impact in civil aviation by revolutionizing, traveling, and doing business. Civil aviation has also helped to shape the world in which the survival of every nation is defined by its technological prowess and scientific advancement. Civil aviation will remain one of the human kinds greatest achievements and the contribution of Wright Brothers will remain a big impact in the industry.

Aviation Security

Aviation security is any security measures that protect the airport premises, aircrafts and people involved in air transport. Due to the fact many people are involved in the air transport and the high susceptibility to sabotage of the air transport, security is a major concern in this industry. With the increased threat of terrorism where air transport is their major target, there is a need to increase passengers and luggage inspection and screening. For this reason, the airport authorities have put in security measures to reduce incidences of aviation crime which may be a threat to the national security. Moreover, although aviation security has been a major issue since its incorporation where many planes have been hijacked, the security in the United States airports has improved significantly since the 911 attack on the Americans by terrorists. The major purpose of aviation security systems is therefore to protect the airport properties such as the aircraft and premises from damage, the passengers as well as the crew members.

Aviation security
There are many criminal activities that the airports as well as the aircrafts are faced with every day. Major crimes which are related to aviation and air transport include aircraft hijacking, passengers or crew assault and destruction of aircraft using explosives. In the past when air transport was not well developed, aviation security was not considered a major international security issue and few resources were pumped into increasing aviation security by the federal government. However, since the 911 terrorist attack on America, the federal government and other international travel agencies considers aviation security as a major concern in air transport and national security. Aviation security is today a top priority in the management of airports and air transport where federal security agencies are involved (Rumerman, n. d).
   
Many incidences of hijackings and other air transport have faced the United States air transport system since its invention. The first incidence of hijacking occurred in 1930 when an American mail plane was hijacked by the revolutionist from Peru. There were 23 cases of plane hijacking reported between 1947 and 1958. No major crime had happened against the United States airline until 1955 when 44 people were killed when a bomb was placed on a womans luggage by his son. The son wanted to kill the mother so as to benefit from her life assurance policy but he was instead convicted and sentenced to death. Another major incident took place in 1960 involving the national airlines plane where a suicide bomber who had a heavy insurance policy killed all passengers on board. These incidences resulted in demand for passengers luggage inspection on the airports using inspection devices.
   
The rise in communism in Cuba when Fidel Castro became the president in 1959 increased the number of hijacking incidences as many people tried to escape from the country. At one point, armed guards were deployed in commercial aircrafts by the government to increase security. This was requested by some airline companies and the FBI. A legislature was also signed into law by president J. Kennedy which prescribed capital punishment or a minimum of twenty years in prison incase one was accused of air piracy. In 1968, a fugitive on board a United States plane, DC-8 hijacked the plane and diverted it to Cuba. The years immediately after that incidence saw a very high increase in the number of air planes hijacking. Between 1968 and 1972, a total of 364 hijacking incidences were recorded. By this time, the international community had noted the security threat posed by air piracy and the Tokyo convection which required that all victims of air piracy and the aircraft should be returned promptly had been drafted. In 1970, fifty nations including the United States signed The Hague Convection which was aimed at suppressing air piracy in the world. This convection was approved by the United States senate the following year and classified air piracy as a crime and not a political act as it was taken to be before the convection. All these agreements were strengthened by the Montreal convection in 1973 (Gale, 2008).
   
In January 1969 alone, eight American planes were hijacked and directed to Cuba. In reaction to this, the Federal Aviation Administration established a unit to oversee mechanisms and policies that can be implemented to deter air piracy. This taskforce came up with a profile which could assist the airport security personnel to detect suspected hijackers. The profile was to be used along with other detection methods such as magnetometer metal detectors. By the end of that year, Eastern Air Lines had adopted the system and in one year period, other four airlines were using the systems. The system was effective to some level but it did not deter the hijackers from committing the crime. The attack by the Arabic terrorist in 1970 which shock all the airlines was enough evidence to convince the authority that the security threat needed stronger interventions. As a result, President Nixon proposed an inclusive program which included the deployment of Federal Marshal in the fight against air piracy.
   
In 1972, bombs were discovered in a number of airlines in March alone. More incidences of violence attacks on the aircrafts were reported throughout the year which led to the president speeding up rulemaking actions to increase aviation security. With directions from the president, the Federal Aviation Administration passed laws which required all passengers and luggage to be screened at the airport. This was a landmark change towards improvement of aviation security. The laws were supported by signing of the Anti-hijacking Bill in 1974 which authorized universal screening. The laws reduced the number of recorded cases of hijackings significantly.
   
In 1985, a TWA plane which was headed for Beirut from Athens was hijacked by Lebanese criminals who killed one person in the 14 days ordeal. The rest of the passengers were however rescued safely. There was also an increase in incidence of terrorist attacks in the Middle East. This led the United States government to take firm action to increase aviation security. The enactment of International Security and Development Act was a big boost to the security systems in the airports. The act required that the Federal Air Marshals be involved in all security issues in the airports and be part of the federal aviation administration workforce.

Despite these efforts, criminals have always devised means of evading these security barriers. In 1988, a bomb was loaded into Pan American Flight 103 in the form of a radio cassette in Frankfort, Germany. The bomb exploded over Scotland killing 259 people on board and eleven others as it was flying from London to New York. After this attack, some United States aviation laws went into effect in some European and other countries airports. Some of these laws included the use of X-ray equipment in the detection of dangerous objects and matching the luggage with their owners.

In the last two centuries, the Federal Aviation Administration has sponsored scientific studies in the development of reliable equipments that can be used to detect dangerous items such as bombs or lethal weapons on passengers. FAA has also spent a lot of money in the implementation of policies that would increase aviation security by increasing the effectiveness of the security systems in the airport. More focus has also been directed towards dangerous cargos in commercial planes following the airline accidents in 1996. The Federal Aviation Administration has since banned dangerous cargos in passenger planes. The Federal Government has also allocated several billion dollars to the administration to acquire new security equipments and personnel in the airports as well as improving the existing ones.

The biggest shatter on the United States aviation security system was in September 2001 where thousands of people died as a result of terrorist air attack. Criminals hijacked three planes and crushed them into skyscrapers in the cities and one on the ground. The attack was a wake up call to the aviation security agencies not only in the United States but all over the world. This resulted in laws which are more vigilant being enacted very fast which gave the Federal Government authority to inspect passengers directly other than the airlines using their personnel or contractors to inspect passengers. New department and agencies to coordinate traveling security was also formed after the attack. In 2004, provisions in the law that allow the use of advanced technology in detection of bombs was provided in the terrorism prevention act (Rumerman, n d).

More advanced technology security systems have been implemented in the Americans airports in the recent past. The increased screening of passengers led to long queues in some ports. Due to the demand for more sophisticated security system for detection and registration of passengers, Secure Registered Mail Travel System is being assembled by General Electric which will automate the security system in the airport. The system will use automated scanners, pathogen detectors to detect biological weapons, resonance carpet and a millimeter wave scanner. It will also use finger prints in the verification of passengers details.
   
Terrorists have been targeting airlines and airports for many years which led to the 911 attack on the Americans. The 911 attack has had a lot of impacts on the American airport and aviation security system more than any other incidence before. Despite the measures to improve security in the air transport, terrorists are finding it very attractive. After the 911 attack, the Transport Security Administration was established and screening of the passengers was done by the federal government officials. The TSA has improved on the vigilant in screening of passengers. Other security measures not aimed at screening the passengers such as heavy presence of police officers within the vicinity of the airport, surveillance using CCTV cameras and an increased collaboration between the federal security personnel and the airline employees on security matters has been observed. This has resulted in an increased security in the airports around the United States (Cutar, 2008).
   
Many other countries such as Canada as well as several European countries have joined the United States in ensuring there is security in the air transport at the international level. In many countries, the airport authorities have acknowledged the need for improved risk assessment procedures in the airport to eliminate security risk elements. Many screenings aim at separating risky passengers and objects from the rest with an aim of reducing the ability of risky passengers causing harm to other passengers or properties either while in the airport premises or on board. Some of the risk oriented mechanisms applied in major international airports in North America and Europe include high presence of security agents in the airports and its vicinity. Risk management also entails categorizing the passenger into ordinary, low risk and high risk passengers. The low risk passengers are the regular passengers who are either members of a recognized travel program or have security clearance and do not require intensive screening. The high risk passengers are individuals whose security information is not well known by the security agents and the best is to assume they pose a risk and do thorough screening. This group includes passengers in the international security watch list. The ordinary passengers lies between high risk and low risk passengers. 
   
Before the 911 incidence, screening of cargo in major international airports was not risk oriented. However, the trend has since changed although it is not as intensive as the passenger and luggage screening. The equipment required for cargo screening and the delays resulting from intensive cargo screening are the major reasons why risk oriented screening of cargo have not been implemented in many airports. This however creates a loophole for breach of security. The passengers luggages are screened using very expensive and sophisticated machines while the cargo in the same plane may be unscreened. This problem is more pronounced in small airports and therefore the air transport authority should take necessary measures to remove the loophole. Due to the large equipments that are required to screen the large cargos, the airport authorities as well as airlines have objected the proposals for 100 percent screening of cargos.   
  
 The screenings of the passengers and their luggage by the federal officials have attracted some ethical issues. The screenings have resulted in long and tiresome queues in some airports leading to delays. The federal official checks the passengers and their luggage as well as prescreening them. The airline officials are also expected to present a list of passengers to the federal officials who compare it with a watch list. The sharing of information about the passengers by the officials has been termed as unethical by some human rights groups. Due to this objection, the Secure Flight Program has been introduced which balances security issues with the right of the passengers (Kaplan, 2006).
   
Despite the high level of security in major international airports, the small airports are unable to provide the detailed security recommended as a result of increased international crimes. The main challenge is their abilities to attract vast capital to acquire sophisticated security technologies. The federal government as well as the states is more wiling to fund bigger international airport that are able to acquire the expensive technologies. The small airports are therefore unable to acquire equipment to detect explosives or biometric equipment for passengers identity. The surveillance in small airports is also substandard since they are unable to acquire adequate security surveillance equipment such as CCTV. Experienced and more skilled personnel prefer working in bigger airports leaving the small airport with inability to attract adequate security personnel. Therefore, breach of security in small airport is more likely compared to bigger airports. Criminals can easily access the airport due to the poor facilitation. However, the big question in these small airports has always been who is to pay for the increased security surveillance since the number of flight in these airports is low and mainly domestic. Moreover, the small airports receive lower funding compared to bigger airports.  
   
Despite the big financial challenges being faced by small airports, there are opportunities the small airports managements can utilize to improve security in the airports. The airports therefore need to acquire more flexible staff to cut the cost which can then be directed to security improvement. The federal government also needs to realize the new threats due to international crimes and ensure that all airports have the required security apparatus. The larger airports also need to consider the security threat in the air due to inadequate security apparatus in small airports and therefore share their expertise. The small airports feed the big airports with passengers and therefore there should be a collaboration to increase security. Individual businesses that are frequently served by these airports should also give back to the community and assist in acquiring security equipment in these airports. The small airports also unite and send a common message to the government on the need for more funding. By having a common voice, they will be able to push for special considerations by the federal authority in terms of risk assessment and funding which will reduce the load of having to meet similar regulation as the larger airports (Alberta transportation, 2004).   
         
Aviation security in the United States is an important aspect of the national security. As the threat increased, the security systems in the airports have also improved to curb the threat. However, despite the improvement in aviation security towards the end of the 20th century, the system were not able to prevent the 911 attack. This attack brought about numerous changes in air transport to increase security due to increased terrorism threats. However, the small airports are under funded and therefore have inadequate security systems.  The airport authorities need to put more emphasis and invest more in cargo screening equipment especially in small airports. These airports are disadvantaged in that they are unable to raise the funds to purchase the expensive and sophisticated security equipments.   

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.