Category: Engineering

Digital Age Dilemma

There was a time when most of the political parties in the UK would object to mass surveillance and the State having a watchful eye on every one of its citizens. The influence of the Magna Carta, that 800-year-old document, was a keystone of thinking in this country. Although it was aimed at the privileged when first placed in front of a Monarch, it embraced the idea of liberty. It so upset the establishment that a Pope denounced it.

Ideas endure and those contained in the Magna Carta went on to inspire the framers of the constitutions and legislation in many countries. It doesn’t sound so strange in modern times that a person should be able to go about their lives without an overbearing State impinging on their liberty. Well, at least in theory.

I remember the intense debates that took place in the mid-1990s. The subject being the introduction of identity cards in the UK. Technical arguments were made of how such a measure would simplify lives in the coming digital age. Those agreements paid little attention to the erosion of fundamental rights that the centralising personal data on citizens would bring.

What’s happened now, through a process of stealth, is that people have given away vast qualities of data to international commercial entities without batting an eyelid. The legal device that has been used is a contract that few people ever read. The End User License Agreement (EULA). This detailed fine print addresses data collection and aims to protect software providers from liability.

I suspect that Conservative politicians have observed how little attention people are paying to the erosion of their rights that they feel emboldened to abandon any commitments to liberty. For some time now the Conservative mantra of has been to leave the European Convention on Human Rights (ECHR). This is based on a gamble that most people will not have read the document. It’s a bit like the snatch and grab that the typical EULA has become.

Now, the Conservative Party has doubled down on a shift to the right of politics by inviting the prospect of mass surveillance. There’s a reasonable argument for the police to excurse powers to delve into the digital world when investigating crime. In fact, how can they not do so. However, this should be done so when there’s reasonable basis for doing so. Not everyone is a suspect of criminal activity. The law of the land still upholds the idea that guilt must be proven.

Computational tools are getting ever more powerful. I could joke that the number of articles on AI would reach to the Moon and back, but I wouldn’t be far wrong. One of the powerful software tools that’s accumulating uses is that of digital facial recognition. We’ve advanced from the days of inky fingerprints, although such prints are still valuable identifiers.

Where do we have a problem with liberty? The framers of many longstanding constitutions didn’t have to think to hard about what liberty meant in a world devoid of digital cameras. Now, any citizen’s image is going to be caught hundreds of times through the day. Maybe thousands of times. That instant image can be present on storage devices across the globe.

Who owns that image of me or you? Can it be used by anyone? Tricky questions given phones, traffic cameras, doorbells and home and business security cameras are subject to EULAs. On a superficial basis, requiring police forces to extract digital images and run them through a national database can sound like a good crime fighting idea.

The problem is where is the line drawn? Mass surveillance? Where everyone is an immediate suspect until proven not guilty? Not guilty by virtue of the calculation of an algorithm. Widespread digital camera coverage does put this in prospect. Images stored all over the world. Do we need to reframe the Magna Carta for the AI age? Now, there’s a thought.

Call for Action and Change

When I hear promising ideas, I instinctively say to myself – don’t be negative. Try and see the plus side of these proposals. Afterall the proposer is doing their best to solve a problem. I hope. Same with the recognition of a problem, even if solutions are nowhere to be seen. Just saying it or writing it out is an acceptance that something needs doing. Action needs to be taken. As is often said, every journey begins with the first step.

It ‘s easy to be cynical when so many first steps have been taken before. Well-meaning, and not so well-meaning, individuals have stood at lecterns saying what needs to be done. So, tackling the troubling situation of social care in the UK is a great ambition for a Prime Minister to have. A good task to set before a new Cabinet. Where they will go with it, no one knows, at the moment. Making a commitment, in public, is a good place to start.

That’s not what I’m going to write about this morning. There’s a ghastly term that has entered discussions of recent. I say ghastly because it’s a faceless product of statistical analysis. Carved out of a pile of numbers it proports to describe a whole group of young people as if there were a homogonous lump.

The term is NEET. It makes me cringe every time I hear it. Meaning – the number of 16 to 24-year-olds not in Employment, Education, or Training. A moral panic sets in when people say this is “a lost generation”. It’s as if a million young people had wandered off into oblivion. Makes me think of the 1960s/70s and the moral panic that set in as young people – turned-on, tuned-in and dropped-out. The counterculture slogan of those decades. Like so many situations the truth is a lot more complex. It usually is. Here’s a number of factors that undoubtably come into play.

Yes, that hardy perennial, the decline of “real” apprenticeships. The low value society still puts on training craft and manual skills of a practical nature. Despite the nice words of successive politicians. I’ve yet to see a Minister’s daughter start aircraft maintenance training.

Penny pinching that’s turned local colleges into factories. Pile them high and get them through the door fast. An attitude to young people that’s driven by key performance indicators.

The pernicious side of social media. Past generations may have had their excesses but didn’t have this inescapable attention draining impact on mental health. It’s unrelenting.

Role models are hard to come by unless they are family members. Many potential opportunities appear unobtainable. The media often portrays a future wrapped in glamour and littered with overnight success. Perhaps, Andy Warhol was right.

Lack of orientating to dramatic changes in the future working environment. Pushed by Conservative Minister Gove and alike, education has taken a retro path in emphasising academia and rote learning. Exams as the pinnacle. The wrong path.

The “new” Labour Government must address all of these and more if they want to shift the dial. On this score, I’ll say a word about a past opponent of mine. We were both local Councillors at the same time. In 2017, as Minister of State for Skills and Apprenticeships, Conservative Anne Milton at least tried to shift the dial on this subject. Then that menace Boris Johnson came along, and Brexit took the whole country backwards at a very rapid pace.

I look with optimism. However, the “new” Labour Government is a bit like the “old” Labour Government. Ministers carved out of an Oxbridge tradition. Happy to talk about their illustrious working-class origins but a million miles from real word experience of leaving school at 16 years old and getting a paying job. Supporting themselves through training.

Transforming lives will require focus on multiple issues, as I’ve illustrated, and it would be nice to see actions take precedent over nice speeches. Wittering on about the value of apprenticeships isn’t enough.

POST: Technical pathways for 14-year-olds could build on UTC model

Future of Aviation: Enhancing Safety and Resilience

The aim is clear. A safe, secure, sustainable and resilient international aviation system. I’d add to that list an ambition to continuously improve.

And that’s in the face of the challenge that was recognised 30-years ago. With an aviation system that knows how to archives a high level of safety, even incremental improvement is challenging. Factor in projected air traffic growth that’s unabating. What we know is that that continuously improving the global accident rate requires active interventions. 

Since here I can only highlight the key priorities, I’ll choose three aspects of active intervention. Back to what I said earlier in my talk. Aviation is still climbing a maturity ladder. Digitisation has facilitated a growth in proactive work. Initiatives and plans identify actions aimed at solving known aviation safety problems. But the next step remains some way off. It’s that ability to anticipate safety problems before they occur. To predict.

We have the notion of safety intelligence. There are Big Data projects that are gathering large quantities of aviation safety data. Today, what might be called prognostics continues to depend on expert judgement. That’s not negative, as such. In fact, that augmented by objective and trustworthy safety intelligence is a route to the next step in maturity.

In my view, here’s the three categories that must be addressed now and, in the next decade.

  • One is a foundation stone of aviation safety work. It’s the capability and will to react in a timely manner to events. Not just accidents and serious incidents but any event that elevates aviation safety risks above acceptable levels.

Top operational risk that are likely to need immediate actions are those involving loss of control and those concerning runway incidents.

To take timely corrective action the results of investigation need to be readily available. As pointed out by the industry, across the globe, there’s much scope for improvement here. Timeliness matters.

  • My next category is that of systemic risks. System wide safety risks. People, organisations, processes, procedures, the human factor and human performance issues.

Much is being done to ensure the effective implementation of safety management systems (SMS). The four pillars of SMS have proven to work – safety policy, risk management, safety assurance and safety promotion.

The acceptance, elimination or mitigation of risks is not an act that begins on one day and stops on the next. Digitation can help but there’s always the dangers of the needle in a haystack or even problems sitting in plain sight.

What’s often weak is the communication of what’s discovered. Believable, understandable straightforward communication to decision makers is vital.

  • Thirdly, what’s ahead of us is an order of magnitude more complex than what’s gone before. And a rate of change that mindboggling.

I’m calling this emerging aviation safety risks. The question arises; are we ready for advanced leaps in technology? Hydrogen, hybrid propulsion, machine learning, quantum computing, complex airspace networks and robotics. Humans as executive manager whilst retaining control only in emergencies.

It’s a famous quote; data is the new oil. We are ushering in extremely large and complex datasets that will be essential to the workings of automated and autonomous systems. Could data be the new quicksand? This is a huge issue in dense airspace where crewed and uncrewed aircraft must share the airspace.

Another emerging aviation safety risks, that industry and regulators are starting to address is the fact that safety and security have become inseparable. In the past, these disciplines were addressed as silos. That’s no longer viable.

Another emerging aviation safety risk is that of the workforce. Aviation has attracted dedicated professionals who acquire experience and train to a high level of competence. A safety culture has been embedded. In this respect the fundamentals of aviation safety remain constant.

The rapid growth of technology is a two-edged sword. Now, there are many opportunities for future generations, but aviation may not be at the top of the list of choices, as it has been. There’s a serious aviation safety risk if serious investments are not made, people are not motivated and able to gain the competencies needed by a rapidly changing industry.

To sum up. Everything I’ve spoken of can only be addressed in partnerships. In the past, the aviation industry and its regulators have proven themselves to be imaginative, resilient and forward looking.

The challenges ahead, dare I say, are even greater. Levels of integration, interdependency and rapid technology adoption are off the charts. Yet, I believe we can continually improve global aviation safety. We can step up.

POST: Farnborough International Air Show 2026. 20-24 July 2026.

Current State of Aviation Safety: Data-Driven

The present day. Today. There will be Press Releases galore at this air show. I expect ambitious and upbeat predictions. More orders. More growth. More developing markets. Demands for more skilled people, more performance, more pressure for the early adoption of rapidly changing technologies.

My subject is safety. Where are we with aviation safety in the present day? There’s a sound legacy. Afterall aviation has a long tail. What we have now, and if I look at the Farnborough Airshow catalogue of ten years ago[1], is digitisation. The ambition to be data-driven. A continuing drive to exploit data of all kinds. Extracting information from ever increasing sources in aviation.

This desire for actionable safety intelligence is not new. On my desk I have a coaster celebrating the UK CAA’s MOR Scheme[2]. That’s been alive for 50 years (1976-2026). Occurrence data has been, and is being, used to construct all sorts of safety performance indicators. These indicators can be useful but it’s not always so. They are fuel for safety management systems.

I used the word “actionable” with purpose. Today, making the results of safety data analysis useable by front-line actors and responsible managers has been a challenge we wrestle. I’ve often heard it said – that’s great but what do I do about it? Too many “greens” on a chart and complacency can set in. Too many “reds” and everyone goes into panic mode.

I have been fortunate to work with a number of safety initiative. One called the Commercial Aviation Safety Team (CAST) in the US. To match its work, on this continent, I set up a European version; ECAST in 2006. The focus was on data-drive analysis. There’re safety teams for Rotorcraft and General Aviation too.

These safety initiatives came about a reactive way. Reporting in 1997, the Gore Commission, was a reaction to dilemmas that is still with us. What to do in the wake of catastrophic accidents. And more pertinent to this talk; what to do when the global accident rate curve looks flat at the same time as predictions are for a significant growth in global air traffic. Reading this report now, the predictions were horrifying. Predictions of one large aeroplane fatal accident every week by now. Luckily, commercial air transport didn’t suffer that fate.

I should NOT say “luckily”. Current safety performance is down to an enormous amount of work done by thousands of aviation professionals over a sustained period. Not only this but shocks, whether they be financial crisis, volcanic eruptions or global pandemics, have tested this industry severely.

Taking on board what was learned over the decades, safety management has developed and matured. Incorporated in aviation’s safety regulatory framework, it’s now practiced across the whole industry. Almost. We don’t just react. We now have Safety Plans. Lists of actionable tasks aimed at continuous safety improvement. On the scale mentioned earlier – we are proactive.

Let me stop. This is not a utopia. I’d say at least half the global aviation industry is struggling with the need to be proactive. So, the road we are travelling on remains a long one. We don’t just need the capability to do better; we need to maintain the will to do better.

[1] 50th Farnborough Air Show in 2016.

[2] https://www.caa.co.uk/about-us/make-a-report-or-complaint/report-something/mor/occurrence-reporting/

Digital Dependency

Here’s a collection of annoying and sometime hazardous events that can happen in our digital world.  Digital dependency is growing at an ever-increasing rate. There’s no way we can put our head in the sand and pretend it’s not happening. Yet, I’d say we are ill-prepared for the stuff that can go wrong. Well, anyone over the age of 25 years can be ill-prepared. Maybe the younger ones are ill-prepared too because of the immense trust they place in digital systems.

Last night, the wonderful “smart” TV that sits in our living room behaved in a way that is designed to get anyone’s back-up. Ironically that’s the function that is often missing – back-up.

Do I blame my clever Sony digital TV or the App that’s running on the TV? The many Apps. Anyway, the TV guide displayed but every time a selection was made the TV screen went blank. Me being used to troubleshooting, I tried another App. All worked fine. So, only one App was misbehaving. Ony one App was not doing what it should do.

To most people this would be a shout out to say; my TV is broken. How can it be broken it’s nearly new? It’s not performing its most basic function. To me, my deduction was that the App that provides the digital stream of the live broadcast channels was doing some kind of update but, unhelpfully, not telling anyone about it. The dumb thing is that the screen went blank. No information. Why the developers of this App couldn’t have thought ahead and put up the screen words saying – please wait – I have no idea. Perhaps they like to see our blood boil.

By the way, the above event happened just at the end of a world cup football game last evening.

Believe it or not, this irritating blank screen case has occurred in flight on an in-service aircraft. The main displays in the aircraft cockpit blanked. For those who may not be familiar, the main critical flight information is displayed to pilots on electronic screens in a modern aircraft cockpit. So, when everything goes blank it’s not a nice situation. Because safety is the primary concern there are independent standby instruments. They are only basic and aimed at managing the situation.

The case that I’m writing about above was because of a notorious software error. One that’s by no means new. Most serious and well-trained developers will know the case.

Do a little maths. Have you ever taken any number and divided it by zero? For fun, I picked up a desk calculator, yes, they still exist and did this simple sum. The makers, Casio have that one figured out. A small E comes up on the corner of the screen. E for error. Trapping this potential error is elementary best practice. For flight safety related systems, it’s vital.

What’s my message? It’s to understand what it means for something to be broken.

A vast swath of the population continues to have a, learned from experience, idea of what broken means. It’s basically an analogue notion. If I get a puncture in the wheel of my car’s tyre it’s visible, it’s understandable and it’s fixable. It’s a physical phenomenon.

If my super-duper mobile phone does something strange and unexpected, it might be visible, understandable and fixable but it might not be. In essence I have few ways of knowing. I hesitate to introduce the subject of Wi-Fi connected computer printers to this short article, but I will. Some of the most frustrating, unhelpful and mysterious software has been developed for this equipment. Annoying to a level that is difficult to match anywhere on Earth.

Lessons from Operational Events

For an aviation industry that takes pride in learning lessons from experience and taking timely corrective action, a series of operational events is surprising to say the least.

Today’s large aircraft do look much the same. The tricycle undercarriage has become universal. A set of steerable wheels at the front and a heavy set of landing gear, each side, to the rear. When parked, a nose gear collapse or inadvertent retraction on a large aircraft is not catastrophic. The aircraft can be recovered, inspected, and repaired. This undesirable event can be dangerous for anyone in the vicinity. It has the potential to be fatal. Fortunately, so far, there has been no fatalities.

For an aircraft operator such an event at an airport gate is a massive expense. Putting an in-service aircraft out of action for a considerable time.

To date, several damaging nose gear collapse (and alike) events have occurred to large aircraft[1]. Detailed analysis of these events exists and corrective actions are proposed.

One conclusion is to say that this is about people not following procedures. That is the instruction is to put a pin in one place but instead it gets put in the wrong place. So, this dramatic unintended event is written up as a maintenance error. It’s an outcome that no one intended. That’s fine. There’s no doubt that an error was made. Accepting that an error occurred is not a reason to blame. That is if there are no signs of negligence.

The trouble is the simple question – how easy was it to make that error?

Then we get into that grey area of the gap between aircraft design and operations. In a design office it may be reasonably assumed that a procedure will be followed in an almost robotic manner. No need for the people in operations to think beyond taking the same action day-after-day. This would surely become widespread practice.

As we know the actual environment of aircraft operations can be more demanding than the original equipment manufactures might imagine. Pressure to turn around an aircraft can be high, working conditions can be poor and fatigue can play a part.

There are lines of communication between the aircraft design and operations organisations, and such difficulties are regularly discussed.

Faced with an event categorised as maintenance error then what next? Redesign the aircraft? Change a procedure or require more training? Those are three of the options, there are more.

This is where the possible discussion gets reactive. Now, it would be extremely costly to redesign an aircraft for the sake of an event that is rare or for which the consequences are minor. It is possible to put numbers on each of these. The rarity, the cost, and the impact.

Modifying or rewriting a procedure, on the other hand, can be less costly and it may be quite sufficient as a corrective action. That said, any procedure that can be written can be subject to error. In fact, the original procedure may have been straightforward and well thought out.

Then there is the fall-back position. Give the people in aircraft operations more training. The assumption being that more training means less errors. It is a crude assumption because this is not a linear relationship. So many other factors come into play.

Discussions surround the above possibilities can become protracted. There’s a call for more analysis and more data. There’s the proposal for a study to be conducted. Once in that loop a year can go by as if it was a month.

There’s always the argument that highlights dozens of aircraft operators haven’t had this event occur and therefore the finger is pointed at those who have. This argument gets an outing, but it is foolish. It’s like saying – I haven’t had an accident yet, and therefore I’m safe. Foolish.

There are a lot of detailed discussions and a million and one opinions. Taking the big picture, this is a problem that is solvable[2]. What is surprising is the reoccurrence of the problem.

[1] https://www.gov.uk/government/news/aaib-special-bulletin-g-zbjb-inadvertent-nose-landing-gear-retraction-during-pre-flight-maintenance

[2] https://www.federalregister.gov/documents/2019/12/12/2019-26734/airworthiness-directives-the-boeing-company-airplanes

Allure of Geodesic Domes

Buildings and structure do leave an impression. That impression can sit at the back of the mind for decades. Certainly, it could be more than 20-years since I visited the Montreal Biosphère. This large open structure was created for the 1967 World Fair in Montreal[1]. It’s kept alive as a science museum.

Buckminster Fuller’s geodesic dome is an icon. This is an impressive structure that is almost timeless in its virtues. Visually distinctive, strong, and applying the minimum of lightweight materials. I say timeless. That said, geodesic domes and similar structures can be pigeonholed in the late sixties and early seventies. There was a period when this was a fashionable view of the future. What we consider “modern” is shifting sand.

When the “oil crisis[2]” hit in the seventies, such domes were seen as an environmentally efficient means of putting up structures quickly and simply. Even the building methods needed didn’t require immense resources or highly trained technicians.

One other image that I have that sticks in the mind is a quite different application of the technology Fuller promoted. Again, the basic idea was copied again because of its utility. In the UK, on the North York Moors, were, at one time, a line of huge “golf balls.” The military radomes at Fylingdale were an impressive sight on the landscape for about 30-years. In fact, a tourist attraction.

So, why did Buckminster Fuller’s geodesic domes fall out of fashion? It could be that we are so addicted to pouring concrete that smart structures took a back seat. Much as the “oil crisis” was forgotten and the incentives to drill for more oil has spanned the last five decades.

It’s true that domes have never gone away. If I wanted to buy a geodesic dome greenhouse[3] or a tent for camping, I’d have no trouble. These easy to build, affordable structures offer stability and durability. However, these elemental structures are viewed as novelties or the obsession of environmentally concerned activists. Which, when I think about it, is entirely silly.

There’s an argument to be made about aesthetic appeal. It’s familiarity that sometimes blinds us. We may not be blind to anything other than conventional vertical walls and rectangular rooms, but there’s a conservatism inherent in architectural fashion.

Afterall, the Greeks and the Romans didn’t build geodesic domes. Yet, I think they would have if they had the strong lightweight materials to do so. Classical practically wouldn’t have been inhibited. Domes and their component parts became a post-war artifact because of advances in materials, as much as anything. The imperative to build military aircraft in large numbers, as strong and fast as could be done drove an innovative use of materials.

In the current 21st century “oil crisis” will we see a new love for geodesic domes? Even new applications. It’s an interesting thought.

[1] https://www.mtl.org/en/experience/expo-67-legacy

[2] https://www.bbc.co.uk/news/articles/c78lj4976lvo

[3] https://www.snowdondomes.com/portfolio/shirleys-domes-35m-diameter-polycarbonate-dome

Future Aircraft Systems

I read that there’s lesson to learn from the Maneuvering Characteristics Augmentation System (MCAS) experience that plagued Boeing. And led to fatalities. There’s a lot that has been written about the tragic saga. Much of great value.

It’s true. Aviation advances as the community learns lessons from incidents and accidents. Yes, there’s variability in the effectivity of this learning process. Occasions when oceans are written about one case and dozens of others are given an inappropriate light touch[1]. A trustworthy centralised repository of safety recommendations from published aviation accident reports is a useful tool. A point of reference. In the first months of the European Aviation Safety Agency (EASA) in Cologne, back in 2005, my team established such a database. It’s only possible to track the follow-up of key safety recommendation if there’s a well-maintained administrative system. Safety is often about the intelligent use of data.

Cockpit design, and the human factors issues involved, are without doubt one of the most critical parts of an aircraft. Society is not ready for fully autonomous passenger carrying aircraft. I believe it will happen, in decades to come but the horizon is way off. For certain types of vehicles, autonomy must be the solution given that flight control is beyond human capacities. Here’s I’m thinking mostly of hypersonic and space flight.

For a pilot to exercise responsibility for a flight there’s a need to have, at least, a basic understanding of what a machine is doing. In past times of strings and wires and clockwork instruments that understanding was ingrained knowledge gained from training and experience.

Future aircraft systems will not be easily described as functional blocks that perform well understood and dedicated functions. An autopilot, an autothrottle, autobraking, a flight management system, even an engine. Hybridisation is coming.

That does not mean a pilot must understand the inner working for a multicore microprocessor or complex software algorithm. Flight test pilots being the exception, in this case.

The design goal should always be to make safer systems. Engineering these aircraft systems is not a case of purely fitting together a set of Lego like components. The error made with the MCAS is one that ignored this fact. Interdependencies are manyfold.

Ideally, future aircraft systems, however capable and complex, should be describable, predicable, and ultimately trustworthy. These words sound so simple. One reason this is not simple is that very word – complex. The minute that there’s a massive number of possible combinations and permutations of conditions at may exit boundaries must be set. What’s a little more reassuring is that complexity if far from new in human experience[2].

Just to make the airspace of the future even more complex it’s no longer correct to think of an aircraft as alone and free to make any appropriate manoeuvre. Increasing connectivity, cybersecurity, and artificial intelligence (AI) all come into the mix.

To stay safe, pilots will have to appreciate how constraints and boundaries are managed. This information must be provided transparently and preferable with options.

[1] https://www.iata.org/en/pressroom/opinions/the-safety-paradox-fewer-accidents-greater-responsibility/

[2] https://en.wikipedia.org/wiki/Wheat_and_chessboard_problem

Human Space Travel

It’s right to point out that space exploration is not solely a scientific endeavour. It’s odd to have to point that out. I do so because there are some purists who think that money should only be spent of space exploration if there’s a tangible scientific gain to be had. This thinking goes back to the agreement that public funds should only be spent of Earthy concerns. A glance at the extensive list of trouble that persist around the globe is one reason to focus on Terra firma rather than up at the heavens. That said, the choice is rarely simple.

Then there’s the accusation that exploration, of any kind, is intrinsically imperial. Powerful entities looking for sources of future dominance and wealth. This is not entirely wrong given humanity’s history of plundering resources from wherever they come. Minerals and trade routes being a couple of the primary sources of interest. A strong political will can be amassed to compete to be first to get a foothold on new territory. Despite all the above there’s something more complex going on.

The recent Artemis II space mission may not have been a great boost to humanity’s scientific knowledge. This adventurous lunar fly-by mission was more about proving technology than gathering an abundance of discoveries. Afterall, the far-side of the Moon can quite adequately be surveyed by automated spacecraft. Much as is being done by robotic machines on Mars.

I think there’s little doubt that 1st to 11th April 2026 will be recorded in the history books. If for no other reason that the gap between the Apollo space missions and Artemis. Like so many schoolboys in the 1960s, I watched those black and white TV images of men on the Moon, as they happened. I became an engineer. Would that have happened anyway? Probably, but I’m not discounting the inspirational impact of the Apollo missions.

[What would we ever do without the writings of the ancient Greeks and Romans. Certainly, naming new space missions would be a lot harder.]

Do we need crewed missions in future? Given the advances in automation and autonomy that have taken place in the last 50-years, so much can be achieved without the need for humans on-board a spacecraft. However, this is not a binary argument. There are, and always will be, the need to take human experience to the absolute limits. President Kennedy cited George Mallory for a reason to explores space, “Because it’s there,” he said.

The simple notion that humans should be constrained and confined to Terra firma runs contrary to our intrinsic nature. Although societies do become more risk adverse as they acquire the comforts of economic success, there’s still an appetite for exploration even if it entails great safety risks. The allure of being the first does not diminish.

Ideally, the combination of adventure and discovery go hand in hand. Space exploration is not just indulging the most adventurous amongst us. Thus, I go back to my proposition that there something more complex going on.

The ancient Greeks and Romans could help. For what is humanity’s destiny? Ad Astra has a meaning. Far more than the movie of that name. Not one of my favourite movies either.

There’s an inevitability that humanity will go to the stars. That is, if in the meantime wars or environmental degradation do not consume us. Exploration is part of a natural progression of intelligent life. It maybe (likely to be) happened elsewhere in the universe too.

Humanity’s Next Frontier Awaits

This April the first was marked by a moment that will go down in the history books. Tens of thousands of people who directed their efforts to building a new generation of spacecraft will see their labours rewarded. People with a vision that looks beyond the horizon have set in train a mission that will demonstrate that we are not confined to this rocky planet. Space – the final frontier. A vast frontier that’s there to be explored. Discoveries await.

By venturing beyond any humans in history, four brave astronauts represent us all. They started their journey in America, but when they look back all they will see is Earth. The dark of space with this lush globe brightly illuminated by our Sun. Ahead is a bright rocky sphere.

Not for one moment should we look upon this Moon-bound space mission as straightforward. There’s one thing that is absolute about the void of space. It’s a hostile environment for humans. Every system that is built into a spacecraft must work as intended. Contingencies need to be planned for every possibility.

This space mission is made possible because of partnerships. Europe[1] , US[2] and Canada working together for a common goal. What is known as the Artemis program aims to make the Moon accessible. To effectively shorten the distance between the Earth and its satellite.

There is a whole world benefit in moving from the Moon as a scientific curiosity to a place where humans can live and work. This is not a binary argument. We must solve our problems on Earth as well as exporting our environment.

Space exploration does help us see our fragile Earth in context. Everything beyond Earth shows no concern for our fate. In fact, it’s imperative that we gain as much knowledge as is possible about the near-Earth environment. A Moon base is a viable place to do just that.

My hope is that this remains a fundamentally civil enterprise. Such that the findings derived from the Moon’s exploration are for all humanity. It’s not a place to continue the conflicts that scare our home planet. I maybe idealistic. However, it’s for humanity to frame the rules that will apply on the Moon’s surface. Rules will be needed.

My hope is that this Moon mission goes smoothly and that everyone is returned safely back to Earth. That a new generation looks up at the Moon and sees it less distant. With the experience gained the next Moon mission should be able to go further.

[1] https://www.esa.int/

[2] https://www.nasa.gov/