covered with small extensions from other cells. Thus, the redesigned workcards for inspection should be applicable almost in toto to the initiate maintenance function. Similarly the restricted space studies and improved task lighting go beyond inspection.
However, 10 years after the Lock and Strutt study, and 5 years after the FAA's large involvement, we still need more work at both the systems level and with demonstration projects at the function level. We need to move as well from retrofitting existing systems to designing out some of the error-prone situations in new systems. Already new aircraft can be designed with anthropometric models in the CAD (computer-assisted design) system much publicized for the Boeing 747 ( Aviation Week and Space Technology, 1993). Such an intervention should prevent the creation of future restricted space problems. But we also need to be designing human interfaces for new NDI systems, using task analytic techniques for new methods of repairing composites, applying STS design ideas to new contract repair stations, and helping design new computer systems for job control and workcard presentation.
The aviation industry has made itself into an extremely safe transportation system, but more is always demanded. As long as there are people in the system, there will be the potential for those errors that arise from human-system interaction. Human factors has far to go to ensure that the next level of system safety is reached.
The author's work reported here was performed under a contract from the Federal Aviation Administration, Office of Aviation Medicine (Dr. W. Shepherd), through Galaxy Scientific Corporation (Dr. W. L. Johnson).
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