Back to the benefits of mutuality. That idea of working together for a common goal. It may seem bazar but instead I will start with the downsides of mutuality.
Parties who are in conflict often like to deny interdependency. It’s that instinctive feeling that we can go it alone. Highlighting that working with others turns out to be complicated, calculating and compromising. Surely much better to be that lone High Plains Drifter who lives day to day.
In the aircraft airworthiness discipline, I saw this happening during the lengthy process of the international harmonisation of technical requirements that took shape in the 1990s.
It’s not easy to say but a substantial number of aviation rules and regulations that are applied are written in blood. Ever since the first aircraft took to the skies there has been incidents and accidents. Each one presents an opportunity to gain experience. Tragic though they maybe, if there’s a positive outcome, it’s that measures are put in place to try to prevent similar occurrences happening again. This doesn’t aways work but it works often enough to make it the intelligent way forward. When that learning doesn’t take place, the result is condemnation and outcry[1].
So, imagine a situation where Party A has a rule that comes from a tragic aviation event and Party B does not have that rule, or see the need for that rule. Equally, where Party A is eliminating a rule that Party B views as a judicious measure for managing aviation safety risk.
Clearly, where safety is the goal, the harmonisation of technical requirements is not a trivial matter. Disagreements can put stress on relationship. It can from time-to-time cause people to walk off the playing field. To use an expression that became real at the 2025 Africa Cup of Nations football final. When the application of international rules doesn’t go the way people would like the results can be testing.
What I’m alluding to here is the early days of the technical harmonisation work that was done within what was then called the Joint Aviation Authorities (JAA) in Europe. And how that work interleaved with the work that was done to harmonise rules across the North Atlantic.
People did indeed walk off the playing field. One or two of them became ardent anti-Europeans. Maybe it was easier for younger technical staff to accommodate change. Nevertheless, each step that was taken to change or eliminate additional national technical requirements created tension. Maintaining sight of the greater goal of mutual benefit was demanding work. In fact, technical harmonisation is demanding work and always will be as such.
Across boundaries circumstances differ. My analogy is that of saying that it is no surprise that the Netherlands maybe concerned about bird strikes and overwater helicopter operations. At the same time Switzerland maybe more concerned about mountain waves and high-altitude helicopter operations. Each concern needs to be met. Priorities may vary.
Recent headlines saying: “Trump Says He Is ‘Decertifying’ Bombardier Aircraft In US[2]” has a sour ring about it. Political pressure should not be the driver of aviation safety technical rules. It’s perfectly reasonable for aviation entities to compete aggressively in the commercial world. It’s idiocy to compete on aviation safety grounds. This is not new learning. This has been the case for at least the last half a century.
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[1] https://www.ntsb.gov/news/press-releases/Pages/NR20260127.aspx
[2] https://aviationweek.com/business-aviation/aircraft-propulsion/trump-says-he-decertifying-bombardier-aircraft-us