Seating Arrangements in a Delta Airplane

Ergonomic Design As Norman points out, solving a problem in ergonomic design is sometimes not as easy as addressing the issue/complaint brought to one's attention: usually, the real problem lies underneath where the "real issues" are and needs to be discovered through a deeper assessment of the situation (Norman 218).

For this paper, a deeper assessment of the ergonomic design of economy class seats of Delta's B777-200, which can seat 268 passengers, is performed in conjunction with a review of Norman's Chapter 6 and Chapter 7 from The Design of Everyday Things and Chapter 11 from Bridger's (2009) Introduction to Ergonomics. Delta's 31-inch pitch seats are right in the middle of the spectrum of major airline providers, with Jet Blue having the most pitch at 34-inches and Spirit coming in at 28-inches for a tight squeeze in the rows.

Delta's economy class is a mid-level pitch approach to seating and does not provide optimum leg room, but in comparison with United and Spirit it could be worse ("Legroom: How airlines compare"). Pitch is, however, only one aspect of the seat plan that plays a factor in the comfort and safety of the Delta plane's ergonomic design. The width of 17.2-inches is more than an inch below that of Economy Comfort and nearly three inches below that of Business Elite ("Seat Map Delta Airlines Boeing B777 200ER").

The fit can therefore be tight for anyone with any girth to their bodies, but it is to be expected in Economy.

In terms of safety, the seat harness attaches and secures in an easy-to-strap and easy-to-buckle manner, and during takeoff, landing, and turbulence, the dimensions of the seat give the passenger a feeling of security (due to the limited range of possible movement): in other words, the seats are snug and, when compared to those of Business Elite (which provide a full, flat bed recline for passengers) the exchange of space and the ability to recline for the feeling of being strapped in tight may be a welcome exchange for some.

The installation of video monitors in the backs of the seats ahead provides passengers with the ability to distract or amuse themselves with a selection of digital entertainment during their ride, and the armrest allows for plug-in of electronic devices for recharging, which adds to the overall experience of convenience and comfort of the Economy class seats.

The problem underlying the ergonomic design of Delta's B777-200 is the fact that the plane is relying on the traditional layout for seating arrangements and attempting to fit more seats into a space without sacrificing comfort and safety. While passengers may take what they get, the arrangement of seats, with only one way access to the aisle (of which there is only one) does not make for the easiest arrangement when exiting the plane, and in case of emergency, severe backlog is likely.

Delta could readily address the issue by reimagining the basic ergonomics of the layout. Instead of 100 rows of seats on either side of an aisle, Delta could reconfigure the seating so that the there are four long columns, with seats arranged back-to-back on either side: with one column facing the windows, with an aisle space between allowing for the passing of a cart, and the other column facing another aisle (allowing for a second passing of a cart) and then the same configuration opposite this aisle.

An example is illustrated in the below diagram. One can see two columns of back-to-back seats separated by an either down the middle with two outer aisles on the outer sides of the columns between the window facing and the passengers. This would allow more flexibility for crew and passengers, and gaps could be inserted within the columns so that passengers in the middle of the columns can more easily exit a column for the restroom or for evacuation.

Such is one example of an innovative ergonomic design that could create room for passengers in Economy without sacrificing the airline's desire for full capacity, the provision of safety and comfort. As Don Norman notes in his Chapters 6 and 7 of The Design of Everyday Things, "there is no such thing as the average person," so attempting to satisfy this mythological being is self-defeating.

Instead of attempting to please the "average Joe," one should approach ergonomic design with principles in mind -- such as ease of use, comfort, safety and security (Norman 243). If the principles are observed, then nothing can go wrong, and underlying problems will be dealt with adequately. In the example of the column-arrangement of seats, an immediate problem arises: passengers may want to recline and be unable to because of the placement.

In this case, the seats will have to adjust in a manner that is more in conformity with Business class seats, where they slide forward and down. Space will then have to remain for the passing of passengers and crew, but this could be accounted for through ample measurement of the inside of the cabin with a clearly defined start and stop marked. Norman also notes the importance of designing for special people with special needs -- which can take the form of "universal design" or "inclusive" design (Norman 246).

So while Norman asserts that there is no "average" person for whom a design can work, what can make a design "work" for all is its capacity for "flexibility" (Norman 246). This does not mean design has to be simple -- far from it. Design can be complex and still work -- so long as it is not confusing. This leads one to the concept of innovation, and Norman asserts that there are two kinds of innovative design: incremental and radical (Norman 279).

In the ergonomic design of the plane seat arrangements with columns instead of rows, this could be called either radical or incremental (for if one considers the arrangement of Business Elite seats in recent years and views the Economy class arrangement as a mere extension of this already innovative design, it could be viewed as incremental; but if one views it without reference to Business, it could be viewed as radical). Either concept works, so long as there is flexibility for users and no confusion about how seats operate.

As Bridger discusses in Chapter 11 of Introduction to Ergonomics, there is another feature of design that should be considered -- and this is noise pollution. The ear has the ability to pick up on the minutest of sounds and in an.