Trade – John Vincent

Patch?

Hobbyists built it. So, how come billions are invested by the huge corporations that use it? Only a fraction of their resource was used to create it in the first place. The INTERNET is as much a wonder of the world as the pyramids. I don’t say that lightly. Today’s level of interconnection, intercommunication and interaction across the whole globe was merely speculated about 50-years ago. In historic terms that’s the blink of an eyelid.

Where we are now it’s impossible to imagine a future without the facilities that are at my fingertips. Tap out recognisable words and they can go anywhere, everywhere, or nowhere.

[That part is poor. Keyboards are where my fingertips connect with the world. Surely there will come a better way in the not-too-distant future? Evolution didn’t make us this way.]

Looking at some other major advances of civilisations, they came about in separate ways.

Long distant roads were originally military assets. Getting legions of troops from one place to another in a sprawling empire. Dominating the landscape. Reinforcing even the most remote outpost. Crossing a great distance on land has moved through several phases, waterways gave way to railways and they back to roads, as a primary means of transportation.

The telegraph was more, what I might call, can do technology. Experimentalists like Marconi put two and two together to make five. Scientific investigation provided the possibilities. He, and his like, were entrepreneurs. They saw the piece parts of technology as a business opportunity.

Aviation was more of an evolutionary advancement. A dream that the ancients held and wrote about. Slowly down the centuries theories and experimentation came together until powered flight became viable. Then decade after decade, more technical possibilities were exploited. Warfare, enterprise and adventurers have driven continuous development.

The INTERNET wasn’t seen as a commercial opportunity at its inception. It was a put together simply as a means for scientists to share their work. Maybe more than hobbyists doing the work but technicians with no master plan for world domination. They certainly were not Bond villains.

That is one possible one reason for the vulnerabilities inherent in our global electronic infrastructure. This week, the implications of those intrinsic vulnerabilities are becoming all too apparent. Embedded code that only a few experts take any notice of, that is until something bad happens. Their vital work never especially celebrated or significantly rewarded.

I don’t say it will ever happen but what if there was a practical plan for an INTERNET-2. A whole new set of protocols? An attempt to build-in integrity, expandability, and security from day one. Learning from experience.

The word “patch” is an indication of how crazy the current situation remains. It’s like that silly word “glitch.” Even the word “junk” seems quite inadequate if a crook “hacks” someone’s private account. These words make serious issues seem like minor inconveniences. Distinguishing between annoyances and harmful situations has become muddy waters.

Why is this the case? Is this the only way to communicate what’s going on.

I think it goes back to simple utility. Is the INTERNET, in its current form, so incredibly useful that society can tolerate any number of “inconveniences.” I wonder. Or will the story be like the waterways and the railways. Neither will ever go away but one will dramatically improve on the other. Push past the other. Thus, civilisation advances.

pipeline clogged up

Education policy over the last 40-years has a lot to answer for. Not at its best. Sadly, its best is only available to less than a quarter of the population. When you have classes on how to design a cereal packet taking precedence over how to cut a piece or wood or wire a plug or cook and egg or check a shopping bill then we are in ridiculous territory.

Do I jump on the bandwagon and blame Margaret Thatcher? We’ll it’s a nice conspiracy theory of politics. That said, there’s a hint of truth in the assertion. The Thatcher governments did start the drive towards a service-based economy where the importance of manufacturing industry was diminished. So, practical and vocational skills training were reshaped. They became unrecognisable. Then successive governments took money out of post 16 education.

Waking up in 2026 to a drift that started in 1986 is great, if a little late. A new education and training transformation is surely needed but is it the one that the current Prime Minister (PM) has in mind? His writings suggest that he’s a nostalgic sentiment towards vocational skills.

Former Health Secretary Alan Milburn is working on the subject. His report is expected soon. Recommendations centred on a redistribution of government funds towards employment support are likely to be on the cards.

I know it’s a repetitive complaint to make because it’s said often. Now, what schools are obliged to teach and life as it’s lived are miles apart. In fact, life as it will be lived, in the lifetime of pupils in school now. A gap, that has always been there has been encouraged to grow.

Shall I blame another Conservative politician? An admirer of the Iron Lady, Margaret Thatcher. That “ever-popular” past Brexit promoting ex-Minister. Mr Gove to be precise. Yes, that blame would be more than appropriate. Obsessions with narrow national performance statistics was misguided. Not unimportant but overly prioritised.

It’s time to urgently get more young people into places that provide opportunity and personal growth. Totally regardless of their background and the places where they grew-up.

One recent comment I’ve heard from industry is this; we’d like to take on more apprentices if we had more experienced people to mentor them at work. Not only that but the apprentice levy hasn’t kept up with inflation. Not only that but business is tough so the focus must be on the here and now, if we want to be here tomorrow. In otherwards, the recruitment pipeline is clogged up.

There’s a degree of uncertainty too. Not that this is new either. The shape of the jobs of 10-years’ time isn’t easy to plan for given the race to implement ever more advanced technology. I say that’s not new. What I may be underestimating is the pace of change.

The plus here. Young people are the digital natives. They stand a much better chance of adapting to the rapid pace of change than anyone who, like me, grew up in the analogue world.

If Burnhamism is to mean anything this problem must be cracked[1]. It’s urgent. A subject for several red boxes. For the PM to push hard on.

[1] https://www.bbc.co.uk/news/articles/cq0melgpre23o

No more – please!

I would not ban Christmas. I think it was one of Oliver Cromwell’s biggest mistakes[1]. He may not have been the author of the legal ban but upholding it was a mistake (from 1644 to 1660).

But and there’s a but. Here the sun is shining and the temperature is mild. There are still bees landing on the flowers in my garden. Wander into a British supermarket or garden centre on the first of October and guess what I find. Rows and rows of Christmas goods. Anything from food in fancy tins to cheap toys from the far east. One or two shops take this to ridiculous extremes. Enter the front door and the first encounter is piles of Christmas goods. No possibility of ignoring the day that’s nearly 3-months away.

I find it insulting. It’s like we (shopkeepers) must shift this stuff, so we are going to make you pay attention. Make you loop your way through brightly coloured isles. For parents it must be awful.

The world turned upside down. Let’s bypass Halloween. Let’s bypass 5^th November (Gunpower plot). Let’s bypass any other traditional winter festivals. Let’s go straight to Christmas.

I’m not alone. One local garden centre is especially bad. With the idea of continuing my efforts to eke out the last Autumnal colours and buy some compost, I walked through the doors. As I weaved may way through cavalcades of shiny lights and stuffed Farther Christmases my heart sank. Totally unimpressed with the tinsel and plastic trees. Popping out the other side, into the part of the garden centre that is a garden centre, I sighed. Others around me sighed too.

“I didn’t come here for that” and we agreed. It was too much. I wouldn’t have said the same in mid-November but, so early in the season, I was in no mood for tacky festive celebrations.

Should I lobby my Member of Parliament to ban the display of Christmas goods in the shops more than a month before the day of celebration? It’s worth thinking about. Today, I can’t say we have a puritan-dominated Parliament so there’d be little risk of igniting a religious conflict. That said, I imagine most parliamentarians have bigger fish to fry just now.

Let’s not ban Christmas but a modicum of common sense from the commercial sector wouldn’t go amiss. Ramming Christmas goods down our throats is bad practice. I know that the takings for a lot of commercial businesses go up in the festive season.

My question is – are shops there to serve customers or is it the other way around. We all like celebrations. A saturation of homogonous red and white for weeks and weeks is not celebration. It’s jolly depressing.

Shopkeepers may say – you have a choice. Don’t go in our shops if that’s your reaction. That’s a viewpoint that could drive a call to outlaw the unloading of artificial jollity on an unsuspecting public. Forcing us to grind our way through layers of stuff destined for landfills in January next.

Oliver Cromwell’s era came to an end as foolishness took over. 365 years later I think we can do without 365 days of Christmas. British winter festivities amount to more than colourful biscuits.

[1] https://cromwellmuseum.org/did-oliver-cromwell-ban-christmas/

What’s next?

Brexit hasn’t gone away. Hushing up the debate doesn’t solve a problem. It makes it worse. Trying to run a marathon whilst carrying a weighty load of baggage on our backs is never going to get easier. Knowing that those weights can only get heavier makes it even worse.

If I remember rightly, which I do, those promoting this failed enterprise talked of a Singapore-on-Thames[1] like Britain that would stroll the world like a colossus. Free of entanglement with our neighbours. We’d be able to command cheap goods in the shops for all. Costs would go down and standards of living would go up. A mighty English lion would roar, and the rest of the world would tremble. The deception was criminal. It still is. What’s been delivered is the exact opposite. It’ tragic.

Now, we have a Prime Minister (PM) who must go out of his way to defend the Union. The United Kingdom (UK). Making passionate speeches about the world his parents inhabited. Kindling nostalgic emotions to emphasis the government’s commitment to holding our Union together.

If the Brexit vote was motivated by a public concern over immigration and freedom of movement, then what the UK has as a result is significantly worse than what we had during our membership of the European Union (EU). I know these subjects remain of great concern, but the direction of travel post-Brexit is 180 degrees from where we need to be.

Listening to industry in the UK amongst the issue that make them very unhappy, Brexit is never far from the top. The uncertainty and red tape that persists makes trading difficult. Finding, training, and retaining the skilled workforce they need has got harder. Costs keep rising as UK influence over world affairs weakens. Brexit is like a weighty millstone around our necks.

It would be nice to think that the advocates of Brexit have a solution to the problem that they caused. However, painful as it maybe, if you listen to them all they do is carp. Point the figure of blame. Then propose even more Brexity type ideas that mean digging an even bigger hole for us.

There’s hope. At least hope in rhetorical terms. This week, the PM has been floating a set of possibilities[2]. It’s characteristically vague. I don’t criticise him for the caution, given the volatility the political landscape and the financial boost his opponents have gained.

A decade ago, I continue to think that the Leavers did not win the Brexit vote. It was lost by the Remainers. The Leave campaign deployed their arguments with passion and marketing knowhow. Remainers, of which I was a guilty party, majored on logic and rational debate. Sticking to the facts. Sadly, being as attractive as an economics lecture by the gloomiest professor in town. Besuited business highbrows boring the pants off the public.

That’s the dilemma. We know, not only by facts, but now by experience that Brexit was a massive mistake. We also know that pure facts alone do not cut through however conclusive the arguments may be. Charts and statistics have their place only when they move the heart.

I hear this with industry people I talk to. It goes like this; surely the public can see that we need to reengage with Europe. Especially with the conflicts that are raging around the globe. Those words that – we are stronger together – have never been truer.

If there is another UK referendum soon, then the case for being an EU member must be an enthusiastic and visibly patriotic one. No castigating former Leave voters. Such a national campaign must be forward looking, positive and inspiring. An emotional anthem to unite us around the cause. A real world approach to the real world.

[1] https://www.culs.org.uk/per-incuriam/brexit-could-singapore-on-thames-become-reality

[2] https://www.bbc.co.uk/news/articles/cmlyewr0lnj3o

Servicing the future

Extrapolation is a dodgy game. That is to take a set of figures from past performance and then projecting them into the future. All too often, even in the world of artificial intelligence, a linear projection is deemed sufficient. Having a mass of collected data and then plotting a line that nicely fits somewhere in the middle. Assuming that there’s a value that is atypical of the accumulated data set.

It’s well accepted that predicting the future is fraught with assumptions. Real life is multidimensional and full of combinations and permutations of possibilities that are off the charts. However, everyday there is enough stability to make planning a useful activity.

There’s the phenomenon of the step change. Overnight a new law may be applicable. In the morning a new system may be switched on. In the evening, a major crash may stop transport links for hours. Events, both predicable and unpredictable throw a spanner in the works.

Trying to predict future workforce needs based on current facts and historic trends is something every major industry must do. I say “must” accepting some struggling and pathological organisations survive on a day-to-day basis.

So, if I start with a 100 people and expect a growth of 5% each year, it’s not unreasonable to think that I might need 105 people next year. It’s surprising how often this basic calculation is presented. Same with the predicable response from a chief executive who would prefer an improvement in productivity. Deliver the same output with the same, or less, people.

Predicting one year ahead is a must. Predicting 10-years ahead is nice. However, in certain industries where, say the products have long lives or the demand for services isn’t going away a long-term projection has meaning.

The search for productivity goes on. Digitisation has made inroads into the paper-based world of a couple of decades ago. I remember when I first held a digital camera in the office. In the mid-1990s it was a whizzy bit of kit to be loaned out on rare occasions.

Artificial intelligence, and all the technology wrapped around it, are reshaping business strategy, risk assessments and workforce planning. Everyone is seeking a competitive advantage.

This morning when I woke up, I was introduced to a new word. It was a BBC radio broadcast called: Rethink: manufacturing or services?[1] It doesn’t exactly roll off the tong. It’s servitization.

The premise is that the line between organisations manufacturing products and those who provide services isn’t a ridged one. Progressively, whatever the product, train, plane or automobile, they use masses of data not only to make but to operate. The data flows rapidly backwards and forwards between maker and operator. And lots of it too.

So, if I had to estimate the number of service engineers that would be needed in the next 10-years, I’d better be aware that their jobs are going to change dramatically. Radically.

However, overall will the numbers of people needed by an industry decrease or not? Or is it just that the nature of work will change for roughly the same overall numbers? That’s not so easy as a straight-line graph. Maybe, as productivity increases so it becomes possible to take on new tasks that previously were not viable. The performance of a product continuously improves.

I’d buy a service and not so much a product. I’ll buy 100,000 miles, not a car.

[1] https://www.bbc.co.uk/programmes/m00325dd

Be fair

Here’s an example of why the public interest needs protection. It’s easy to assume that an App in common usage is comprehensive, unbiased, and trustworthy. But is it?

Sitting in a theatre there’s music playing as people fill the auditorium. Sounds a bit fancy. I’m talking about a local arts centre on a Saturday night. Playing was a compilation of songs and comic tunes few of which I knew. This kept the audience entertained as they shuffled in.

It’s the digital age. One tap on an App on my phone and the result is usually a whirring symbol whilst the App does its analysis to eventually show me what was playing. The whirring symbol kept going. This is hard, so the App excused itself. Then it drew a blank.

The next approach was to pick what seemed to be a theme in the song and look it up on a search engine. There’s the answer. A children’s show theme.

That made me think. Did the App not know the answer or did the App not bother to have reference to that type of song? I went down this line of thinking because what the App normally does is “helpfully” show where a song it has found can be purchased (streamed).

What interest could the App’s algorithm have if there’s nothing available to buy at the end of the process? Any presumption of coverage, fairness and objectivity is merely something I projected on the App’s internal workings. It’s not necessarily there.

The wider point is that placing trust on Apps that are free to download and for the most part produce useful results, as if by magic, maybe not be quite what they seem. Afterall nobody reads the small print – do they?

Some Apps compose data that is extracted from reputable sources. These become popular because of the love of convenience. Within bounds, the information provided can be trusted. This is the general assumption I may make about a freely available weather App.

A key factor here is trust. However, most often that trust only comes about by a regular “try it and see” experience. There’s no mark of quality. There’s no organisation looking after the public interest. Now, if you say to me – that’s what Ofcom[1] does in the UK, I’ll have a little laugh. That regulatory may keep a watching eye on the worst offenders as far as lawbreaking is concerned, but they are not much help in saying this App is a gold star, and this one is equivalent to a dodgy doorstep salesman.

For Apps with mechanical algorithms that chunter out information this may not be a problem. Even if their display includes advertisements and enticements to win a holiday.

What comes next with AI is more concerning. The commercial interests of a smart music identifier are evident. Making recommendations is not to my detriment. Although purposefully fishing in a restricted pool of information could be.

With general purpose Apps, which are a front to AI systems, there’s the potential for manipulation. Where commercial interests are the primary motivator there does need to be someone looking after the public interest. My interests. Yes, I am in favour of regulation.

[1] https://www.ofcom.org.uk/

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] 50^th Farnborough Air Show in 2016.

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

The Evolution of Aviation Safety: A Historical Overview

A quick tour of the history of aviation safety. In a couple of minutes.

As powered aircraft took to the skies it quickly became apparent that, of all the means of transport, aviation was less forgiving than others. Moving at speed in four dimensions, with the necessity to take-off and land safely, has inherent risks. By no means does this mean that flying is an dangerous activity. What it does necessitate is an exercise of sound engineering, preparation, and proficiency. When these are missing, and in cases of misfortune, accidents and serious incidents happen.

In the days between the world wars, aviation moved from the military and a circus-like amusement to a viable means of public transport. Progressively, more passengers had the opportunity to experience the wonders of flight.

Today, it’s not the early days of flight I want to focus on, but we do owe the engineers and aviators of that time a great debt. Much was learned as aeronautics matured. Since the end of the second world war the production, promotion and application of standards has embedded what had been learned. This has established the way that international civil aviation works.

One simple expression of the stages we’ve been through is Prof Patrick Hudson’s[1] model. This model describes five distinct levels of cultural maturity. The steps are pathological, reactive, calculative, proactive and generative.

This model sits alongside steps in the development of technology that have been a hallmark of aviation. Different categorisations exist. AIRBUS[2] has one that’s easily understood in terms of generations of civil aircraft.

First are the “classics” of the 1950s and 60s. Next, the second generation starts down the road of more electronics. More safety critical systems. Third generation starts flying in the early 1980s when automation becomes the norm (early fly-by-wire, glass cockpits, flight management systems). The fourth generation introduces safety systems, which address the major causes of fatal accidents, namely Controlled Flight Into Terrain (CFIT) and Loss Of Control In-Flight (LOC-I). That’s the early 1990s. When I made that move from industry (design and production) to an aviation safety regulator.

Now, I’d say we are well into fifth generation aircraft, with composite structures and integrated modular avionics. In fact, we are well into speculation about what the sixth generation may look like. Machine learning, single pilot operations, hybrid powerplants, aircraft as a node on a network.

Because aviation is a learning industry, and a conservative one, the expectation is of progressive improvement in maturity throughout the aviation system and innovative technology applied to enhance safety.

This is not to say that the potential for error, missteps and recklessness don’t exist. They do. I expect continuity in a way that takes full advantage of advanced methods without scarifying the legacy of an astonishing good global aviation safety achievement.

Later, to cover a lot of ground in a short time, I’m going to condense all the above into three distinct categories. But before that, I’ll talk about the present and a vision of the future.

POST: UK Farnborough Air Show on Thursday 23rd July 2026. Time: 13:00-13:15 BST. Location: Hall 3 Stage. Session title Where Next for Aviation Safety?

[1] https://www.sciencedirect.com/science/article/abs/pii/S0925753507000227?via%3Dihub

[2] https://d10x.airbus.com/generation-of-jets/