Travel – Page 9 – John Vincent

Brazilian Air Crash

Two weeks have elapsed since the tragic loss of VoePass Linhas Aéreas flight PTB2283[1].

Reports are that the Brazilian air accident investigators[2] have successfully downloaded recordings from the aircraft Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR).

A detailed analysis of both recordings should provide a replay of the flight events on the fateful day. This means that any flight anomalies can be interpreted. Both actions of the crew and the response of the aircraft can be used to understand the sequence of events.

Those conducting the analysis will need to verify the past serviceability[3] of both recorders. It’s easy to assume that what’s presented in the recovered replay is what happened. However, that depends on the calibration of sensors and the correct functioning of the aircraft’s audio system.

CVRs and FDRs are primarily tools for the investigation of accidents and serious incidents by investigating authorities. Accident recordings can be a rich source of information. It’s not just the obvious contribution technical records make to an investigation. The CVR, via a cockpit area microphone picks up much more than just the speech of the crew and their communications with air traffic. Engines, propellers, aircraft warning systems, aerodynamic noise and the impact of structural failures all produce audio signatures.

I assume that the aircraft operator has a Flight Data Monitoring Program. Such a program can support continuing airworthiness and operational safety of an aircraft. It can be a vital part of a Safety Management System (SMS). Also, the regular analysis of flight data is one way of ensuring that the serviceability of the data acquisition system for an FDR is known.

A preliminary report on this fatal accident is expected in early September. It is up to CENIPA if the publish any transcript of the accident recordings.

VoePass, the airline in question, operates a regional network in Brazil. Not surprisingly it has now come under greater scrutiny by the Brazilian aviation regulator, Agência Nacional de Aviação Civil (ANAC).

It’s worth noting that the Brazilian civil aircraft fleet is one of the largest in the world. It’s a sizable country. Both ANAC and CENIPA are well experienced in addressing the aftermath of a major aviation accident. Expectations are high that the causes of this fatal accident will be fully understood. Appropriately then corrective action will be taken.

[1] https://asn.flightsafety.org/wikibase/409335

[2] Brazilian Aeronautical Accidents Investigation and Prevention Center (CENIPA)

[3] https://www.caa.co.uk/publication/download/12811

Electric Aviation: The Promise of Clean Flight

Electric aviation is not new. Not new at all. The engineers of the past struggled with two factors. Power and weight. A French electrically powered airship was the first aircraft to make a controlled circuit. On 9 August 1884, it flew a circular course of 8 km at a max speed of 14.5 mph. Its electric motor weighed 100 kilograms and its battery weighed 263 kilograms.

It’s not a problem to be able to distribute or use electrical power on-board an aircraft. The problem come in generating enough of it from a reliable source. Today’s “conventional” civil aircraft generate and use large amounts of electrical power. For example, the Boeing 787 has two starter/generators per engine[1]. Electrical power from the generators goes to four alternating current (AC) electrical distribution buses, where it is either sent for use as is (235 V AC) or converted for use by the aircraft systems that need it.

A revolution is taking place in electric aviation. It offers the opportunity to fly cleanly. That said, the traditional technical challenges remain the same. Power and weight. In 140-years battery technology has advanced considerably. But is that enough?

A difficulty that battery powered flying is stuck with is that at the start and at the end of a flight the batteries weigh, more or less, the same as they did from the day of their manufacture. Today’s “conventional” civil aircraft consume fuel. Thus, they are significantly lighter at the end of a flight than they are at the start. Airframes can be designed to take advantage of this fact.

One of the up sides is that a good electric motor can get to an efficiency of 80% whereas a turbo fan engine comes in at around 35%. That sound great until we look at the amount of energy we can store within a given volume. Jet fuel packs a punch. To get the same punch from an electrical battery it would likely be 15 times the size. That’s not good for a practical design. The low battery energy density coupled with the high weight of batteries means that this strategy for large aircraft needs to be put to one side for now.

A modern aircraft engine like the CFM International LEAP, can develop a max take-off thrust of over 30,000 lbf. Two of those engines can safely accelerate a Boeing 737 or Airbus A320 with ease and cruise with good economy. Thus, electrification of the propulsion of this class of aircraft is a long way off. The nearest possible future for propulsion of a B737 and A320 sized aircraft may be hydrogen based.

This explains why the drawing boards are full of small electric aircraft designs where performance demands are more modest. There’s a hope that the continuous development of battery technology will provide year on year gains. Much more than aviation alone demands that battery technology advances.

Developments in hydrogen-electric aviation are catching the headlines. Much of what has been achieved is experimental. I look forward to the day when hydrogen is not used to fill airship gas bags but becomes the life blood of transport aviation. It’s conceivable that will happen in my lifetime.

[1] http://787updates.newairplane.com/787-Electrical-Systems/787-Electrical-System

Turbulence

Turbulence is the result of atmospheric or environmental effects. Afterall, aircraft are craft that fly in the air. This is a hazard that is inherent in flying. Clear air turbulence (CAT) is common. However, extreme examples experienced in commercial aviation are rare. For one, aircraft operators and their crews do their best to avoid known potential atmospheric or environmental upsets, namely bad weather.

En-route turbulence accounts for a substantial number of cabin crew members injuries, and can occur at any time and at any altitude[1]. As far as I know, the UK Civil Aviation Authority (CAA) does not hold detailed data on turbulence injuries occurring on foreign registered aircraft. Numbers of injuries to passengers and flight crew on UK registered aircraft resulting from turbulence are recorded. However, it is not always known whether those injured in turbulence encounters were wearing seat belts.

Nevertheless, I can confidently say that the more passengers that are wearing seat belts during turbulence encounters the less the number of injuries. Deaths in these circumstances are rare. As might be expected fatalities are more likely to results from a combination of multiple causes and factors.

This subject is not immune from airline economics and competition. International flight routes can often be highly competitive. Fought over. So, the route taken, and associated fuel costs, can have an impact on the likelihood of a hazardous weather encounter. In fact, choosing to take routes for the benefit of picking-up specific winds is a common practice.

A high percentage of cases of turbulence events come about by flying too close to active storms[2]. Here there is often visual cues, reports, forecasts and feedback from turbulence encountered by other flights. This all helps crews avoid the worst weather encounters.

With very few exceptions, flight turbulence does not result in fatalities, permanent injure, or structurally damage commercial aircraft. However, turbulence is recognised as both an aviation safety and an economic issue, and it has been steadily increasing. Speculation and some research cites climate change as a reason for this increase. Also, there is the international growth in air traffic and development of new long-range routes.

One thing to say is that until recently, with INTERNET connections now in both in the cockpit and cabin, it could be the case that a passenger could access better real-time weather information than a flight crew. Now, SATCOM connections providing up-to-date weather information are more common on modern civil aircraft types.

There is still more that can be done to reduce crew and passenger injuries during turbulence encounters. There will inevitably happen despite any policy to avoid hazardous weather. The greatest threat to life exists to cabin crew. The cabin is their place of work.

There is potential to develop and employ better airborne detection systems to assist crews. That maybe by enhancing existing weather radar systems. It maybe by new means of turbulence detection using LIDAR, and possibly AI/ML. There is research and innovation that could be done to develop algorithms to better predict turbulence hazards.

Avoidance remains the best strategy.

[1] NASDAC Turbulence Study, August 2004

[2] US CAST briefing in 2004.

Mars steps

It’s strange what thoughts circulate in my head. If I was to say what kicked this off it was probably the story of the Preet Chandi[1]. It’s inspiring how some people see a challenge and just get up and throw themselves into overcoming it. Her commitment and determination are impressive. She was recounting the how and why of her striking endeavours on the radio. What’s much less inspiring are a some of the moronic comments that the web throws-up about her achievements. I hope she continues to take on great challenges and sweeps them aside.

Exploring and going that extra mile is built into the fabric of being human. Fine, it’s not for everyone but that’s no surprise given that there are 8 billion of us on this planet. A magazine popped through my letterbox this week speculating on what Earth will be like when that number gets to 10 billion people. Don’t worry it’s not all doom and gloom. It’s just that the world will be a very different place by the time we get to 2050. Wow, if I stay healthy, I might still be around.

A lot of public policy of the moment seems to be resisting this reality. Honestly building barriers and walls will do nothing whatsoever to build a better world. Cultivating political anxiety and fears about the future is the maddest short-termism that can be imagined. But sadly, there’s a lot of it about. It’s fashionable in the mature democracies around the globe.

Humanity has an endless list of “challenges” and opportunities ahead. Now, I don’t what to sound too much like the Musk man but we’ve a great deal to do off the planet. What we’ve achieved so far is chicken feed in respect of what we have the potential to achieve.

The big one, that taxes the imagination of writers and futurologists is what do we do about our sister planet: Mars. It’s impossible to ignore. It’s not that far away when compared with other distances in space. It’s intriguing in that it was once a water world. Like Earth.

Today, it’s a planet inhabited by robots. The only one we know that is so populated. Rovers drive around sending pictures back of a desolate barren landscape that has an eery beauty. So much of what we know about the place has only been discovered in the last decade.

Human exploration is natural and normal. Do we leave it to robots? Afterall they are becoming ever more sophisticated. Or do we plant boots on the ground and go there to explore in the way we have throughout the Earth. Well, except for parts of the deep ocean.

Here’s what crossed my mind. Just as Polar Preet, broke two Guinness World Records on her journey, so the incentive to be the first person on Mars is something that will land in the history books. The name of the person who makes those steps will echo through the centuries ahead. So, the trip to Mars will not need an incentive. The drive to do it, at almost any cost is already hanging in the air. What’s more complicated is the journey back to Earth. Going on an expedition has a clear goal. Getting back from an expedition has a different goal.

Being someone who recognises the benefits in the reliability of redundant systems it occurs to me that a mission to Mars needs two ships and not one. Both traveling together to the planet. One can be simple and utilitarian. That’s the one crewed as the outward-bound ship. The other, the homeward ship needs to be autonomous, secure and even luxurious. That way the hardest part of the journey, coming back, can be made easier and more likely to succeed.

[1] https://www.independent.co.uk/news/uk/home-news/preet-chandi-sikh-south-pole-b1987047.html

Harmonisation

There’s an example in of itself. I’ve used the British English spelling. Perhaps I should have standardised on the American spelling, namely Harmonization. Or does it matter at all given that the definition of the word remains the same, whatever. Oh, I can’t resist the temptation to say; you say Tomato, I say Tomato.

“You say tomato, I say tomato.

You eat potato and I eat potato,

Tomato, tomato, potato, potato,

Let’s call the whole thing off.”

Naturally, in the voice of Fred Astaire[1]. Nice though this is, my subject is not pronunciation.

Aviation is a highly regulated business. It’s been that since its potential for transporting huge numbers of people around the globe was recognised. Safety must be number one. Although, it’s not if you read the first few words of the all-important Chicago convention.

Article 1: Every state has complete and exclusive sovereignty over airspace above its territory.

In the minds of those who signed the convention it was sovereignty that took first place. That didn’t mean abusing the word “sovereignty” as has to often been done. Afterall, the whole basis of the Convention on International Civil Aviation was international cooperation. It still is.

Let’s put that to one side for a moment. One of the challenges of international aviation has been the different rules and regulations in place in each country. There’s a level of harmony in the standards of the International Civil Aviation Organization (ICAO). But ICAO is not a regulator and it’s for each country to interpret agreed standards within their domestic law.

Europe, or at least the European Union (EU) is different in this respect. Since there’s European law and an active European regulator then there’s common rules and regulation set for a regional grouping of countries. So far, Europe is the only region to go this far.

When it comes to aircraft airworthiness this has been a topic of a lot of discussion in the last four decades. In the 1990s, that discussion centred around the idea that a single worldwide code was a desirable achievement. That the time the two major entities engaged in the business of aviation rulemaking, and the maintenance of rules were the FAA (US) and the JAA (Europe).

A single worldwide code could greatly facilitate the movement of aviation produces around the globe. That done to ensure that common safety standards were maintained on every occasion. It proved hard to get to this utopian condition. That said, a great deal was achieved in the harmonisation of existing civil aviation codes. Today, we benefit from that work. I’d say we even take it for granted.

In around 2000, after much study, countries concluded that it was fine to seek some form of equivalence between respective rules rather than having to write done one single set of rules. Mutual recognition has flourished in the form of agreements between countries that has smoothed the path for the aviation industries.

That last major study of the pros and cons of harmonisation is now nearly a generation old. A lot has moved on. For one, in Europe the JAA transition to the EASA.

At the same time the manufacturing countries worked closely together to agree on measures to ensure that there was no great divergence in rules and regulations. Now subjects, like Safety Management Systems (SMS) became codified. However, sovereign countries continued to develop and maintain their own aviation rules and regulations.

International working groups often achieve remarkable commonality and convergence on detailed technical topics. Often because the few people who were deeply embedded in a technical subjects all knew each other and shared information relatively freely.

Discussion as to the viability of a single worldwide code has not completely faded into the past. In fact, there’s some good reason to breath life back into this historic debate. Here’s what’s added to the dynamics of the situation:

Ongoing moves from prescriptive rules to more performance-based rules,
Entirely new products in development, like eVTOL aircraft,
Interdependency, interconnection, and integration all increased since 2000,
Security and safety are becoming inseparable,
Digitisation is changing the ways that we ensure that an aircraft is airworthy.

If you have knowledge of, and thoughts on this subject, I’d be happy to hear from you.

[1] https://youtu.be/LOILZ_D3aRg

Culture

Yet again, Boeing is in the news. The events of recent times, I feel are immensely sad. Now, it is reported that the FAA has opened an investigation into a possible manufacturing quality lapse on the Boeing 787 aircraft[1]. Concern is that inspection records may have been falsified.

A company that once had a massive professional engineering reputation has sunk to a place where expectations are low. It’s not so much that the company is having a Gerald Ratner moment. Unfortunately, the constant stream of bad news indicates something deeper.

It’s interesting to note that Frank Shrontz[2] passed away last Friday at the grand age of 92. He was the CEO and Chairman of Boeing, who led the company during development of the Boeing 737NG and Boeing 777 aircraft. In the 1990s, I worked on both large aircraft types.

A commonly held view is that, after his time and the merger with McDonnell Douglas the culture of the organisation changed. There’s a view that business schools graduates took over and the mighty engineering ethos that Boeing was known for then went into decline. Some of this maybe anecdotal. Afterall, the whole world has changed in the last 30-years. However, it’s undoubtably true that a lot of people lament the passing of an engineering culture that aimed to be the best.

A famous quote comes to mind: “Culture eats strategy for breakfast.” Those sharp 5 words get discussed time and time again. Having been involved in a lot of strategic planning in my time it’s not nice to read. How wonderful intent, and well described policies can be diluted or ignored is often an indicator of decline. It’s that cartoon of two cavemen pushing a cart with a square wheel. One says to the other: “I’ve been so busy. Working my socks off”. Ignored, on the ground is an unused round wheel. If an organisation’s culture is aggressively centred on short-term gain, then many of the opportunities to fix stuff gets blown out of the window.

We keep talking about “performance” as if it’s a magic pill. Performance based rules, performance-based oversight, and a long list of performance indicators. That, in of itself is not a bad thing. Let’s face it we all want to get better at something. The problem lies with performance only being tagged to commercial performance. Or where commercial performance trumps every other value an engineering company affirms.

To make it clear that all the above is not just a one company problem, it’s useful to look at what confidential reporting schemes have to say. UK CHIRP is a long standing one. Many recent CHIRP reports cite management as a predominant issue[3]. Leadership skills are an issue.

[1] https://aviationweek.com/air-transport/some-787-production-test-records-were-falsified-boeing-says

[2] https://www.seattletimes.com/business/boeing-aerospace/frank-shrontz-former-ceo-and-chairman-of-boeing-dies-at-92/

[3] https://chirp.co.uk/newsletter/trust-in-management-and-cultures-is-the-key-to-promoting-confidence-in-safety-reporting/

Pheasant

It’s a wonder to me that common Pheasants[1] survive at all in the wild. I guess they are of a certain size that means there are not so many predators in the English countryside. Their greatest predator is us. Males are particularly colourful and stately in appearance. Quite unlike the Canadian Geese who inhabit the riverbank, Pheasants walk like well-dressed gentlemen on their way to the theatre. They rarely take to the air. It’s such an inconvenience. They don’t so much dive and swoop as much as hop and jump.

Here we have a bird that surveys the world from the roof of our small garden shed. He likes the garden fence as much as plodding around on the lawn. Never troubled by the other bird life, it’s as if he’s related to royalty. Male Pheasants are definite show-offs.

A lot of UK Pheasants are reared for shooting. They are “non-native” birds. That doesn’t seem so much like sport to me. It’s more like shooting fish in a barrel. Love that wonderful idiom. The lack of self-awareness exhibited by the male Pheasant that visits us suggests that shooting him would be a pointless exercise. It would just be a way of covering the ground with lead shot.

Now, that springs to mind a traditional tongue twisting rhyme, namely:

I’m not a pheasant plucker,

I’m a pheasant plucker’s son,

But I’ll keep on plucking pheasants

‘Till the pheasant plucker comes.

One thing to try is to say the rhyme slowly and then speed-up each time you repeat it. It’s bad enough for native English speakers to master that one.

That simple English rhyme has some heritage[2]. As a modern idiom the pheasant plucker can become a pleasant, well you fill in the next word. It has an “f” at the start. If we had wandering bands of minstrels in 21^st Century England, then I’m sure they would make something of those more challenging words. It would probably be done on an iPad in a blackened-out bedroom and launched on social media first.

Maybe we need a cyberspace version of a cobbled stone village square where such nonsense can be attempted. One that’s not owned by a massive corporate proprietor determined to scrape advertising revenues out of it. A place for off-the-wall acts to test their metal. And not one that’s a desperate scrolling fest for bored fingers. Not so much a Tick and a Tock but a gather round experience, I’ve got something interesting to show you. A curious audience gathers and stays for more than 10 seconds. A lively cultural experience is put-on to delight and amuse.

Let’s just say our structing pheasant inspired this thought. From birdsmith to wordsmith.

[1] https://www.rspb.org.uk/birds-and-wildlife/pheasant

[2] https://www.learnarhyme.com/tongue-twisters/pheasant-plucker

Mindset

Safety is a mindset. Having a sense of risks and which ones to accept and which to reject is something we all develop. It’s a big part of childhood. Most of us have had burns, cuts or bruises that have resulted in doing something we would now consider having been stupid.

Some are destined to be over-cautious, and others are more openly adventurous. In time, we settle around a frame of thinking that suites us best. That’s fine in so far as taking personal risk is concerned. Whether to cross the street every time you see a mean looking dog or to buy a powerful motorcycle later in life that’s a personal preference.

Where activities, positive or negative only impact the risk taker then that’s an area where society shouldn’t be too heavy handed. Naturally, there are boundaries. The classic one is motorcycle crash helmets. Mandating them led to a lot of heated debate. Yes, we are discussing a personal risk in respect of the rider but the risk to society is an unacceptable number of fatalities, brain injuries and publicly borne health care costs.

There I was, driving at less than the regulation speed (yes, I was) eastward on the M25 motorway. The details are stamped on a picture taken by my neat little Garmin dashcam. What’s in the picture? It’s a moveable building sitting on the back of a lorry. Nothing unusual about a lorry transporting stuff from A to B. What I saw was a large building on a relatively small lorry. When first seeing something like this on a busy road, my instinct is to give it a very wide margin.

The rectangular building was rocking gently. It was not a windless day. Not overly windy but a strong gusty breeze was blowing. Clear skies and dry tarmac. So, good driving conditions for a normal lorry with a normal load on a normal day. I’d estimate that this lorry was doing about 80km/hr. It wouldn’t be too difficult to do the sums in terms of the wind resistance of the building. It’s going to be significant. A large flat surface being pushed through the air at motorway speeds. As for sidewinds and gusts, this is a horrendous monster.

Back to safety being a mindset. My thought was – what on earth gave the carriers the idea that this arrangement for a wide load was a safe one for a motorway journey? No escort vehicle. No flashing lights. Just a couple of small red triangles. The straps and wooden blocks holding the load in place looked feeble. A powerful gust of wind on an exposed stretch of road and who knows what would have happen next. It wouldn’t have been pretty. I hope they got to their destination without incident.

Had this been done on private land then there would have been little public risk. Being done on a busy motorway – that’s a different matter. How do people convince themselves that such transport arrangements will be fine? I speculate:

Money. Maybe the haulage contractor undercut rivals to get the job. Maybe using a small lorry and ditching any escort vehicle saved money. Maybe there was time pressure and this was all that was available.
Bravado: A carrier imagines they have special skills and abilities so they can take risks that others would not take. Something uniquely puts them above others in the field. This cock-sure attitude is not uncommon.
Short Cuts. I’ve heard this argument used before – we did it last time and it worked, so we’ll do it again. That learned deviance is the source of many accidents. Past and present can have very different outcomes.
Shoulder shrugging: I’ve heard this argument used too – it’s legal, it’s within the rules so it can’t be wrong, can it? (The load maybe within the approved weight limits for the lorry. There may be no explicit rule on shape and size).

A good safety mindset means saying “no” when no is the right answer. All three of the above points can come into play and produce a toxic mix. Such is the way accidents happen. It doesn’t have to be this way but it often is. Before a critic says don’t be so high and mighty – yes, I’ve done foolish things too.

NOTE: The loading rules HGV maximum weights – GOV.UK (www.gov.uk)

AAM

This week, I watched an FAAs Advanced Air Mobility (AAM) webinar[1]. The subject was community engagement. AAM could be air taxies but it’s many uses of the new electric aircraft that are becoming a reality. The term eVTOL is used for those aircraft that have the capability of vertical flight. My reflection is that there are several aspects of AAM that need much more attention. Naturally, I’m taking the discussion of what’s going on in the US and thinking about it in relation to the UK.

Land Use Planning

Generally, National Aviation Authorities (NAAs) are consultees when it comes to land use planning. They do not determine planning applications. NAAs may well have set out policies and guidance on the subject but they will not be determining the site of vertiports.

It seems to me that there’s little chance that eVTOL aircraft routes will be established without sufficient community consent. Community engagement has been appropriately recognised as essential. The aspects in play are like those for existing aerodromes. Often for AAM applications proposals are for the use of new locations, hence a concern. Anytime there’s a serious proposal for a new aerodrome the opposition is up and running long before the proposers have got their act together.

The subject is complicated by the mix of public and private ownership of infrastructure. If the intention is to interconnect AAM with other transport services (bus/train/boat/road), then complicated agreements are going to be inevitable. It’s not just about buildings and tarmac but having a trained workforce available is a location dependent issue too.

Business Models

I’m about to sound as if I’m securitising the plans of a contestant on The Apprentice[2]. There are plenty of way of losing money in commercial aviation. It’s been a well-practiced art over the years. Great ideas fall by the wayside after huge amounts of money have been expended. Customers are key. People must want to fly the routes available, time and time again. And like London Black Cabs be prepared to pay the fare. Given the relatively small cabin sizes that are on offer these people are likely to be moderately prosperous groups or individuals.

Regular schedules air services can produce a reliable income. Airport-to-airport connections seem like a good bet. Problem there is the conveyancing of weighty luggage. Busy airspace could be a challenge too. That said, with tens of thousands of people at both ends of a route, no doubt some people will choose a comfortable, speedy direct connection.

There are good possibilities for major event driven transport services. Getting to and from a motor race or horse race event or a concert or festival can be hell when tens of thousands of people are all trying to get to and from a location or venue. The numbers may well stack-up to make eVTOL a premium way of dodging the crowds in an environmentally sound way.

Batteries, Batteries, Batteries

Everything in respect of aircraft performance depends on power density. How much oomph can you get out of a small, light weigh physical space. Recharge and go. Do it, again and again. It’s as simple as that. Not only that but aircraft battery packs must be affordable and available. Whizzy technology that cost a mountain of cash and can only be use for a few hundred cycles is no use at all.

Power distribution infrastructure must be up to the job too. Who will pay for this is up for grabs. There’s a good case for public funding given that there are multiple uses of enhanced electrical supply. Given the monopolistic nature of power generation and distribution this will not be easy or quick.

That’s only three issues that require a great deal of attention. Not the attention of researchers. Not the attention of academics, Not the attention of political policy wonks. Connecting entrepreneurs and public bodies needs practical stimulus. The possibilities are exciting.

[1] https://youtu.be/1sfVuJlPQoY

[2] https://www.independent.co.uk/arts-entertainment/tv/news/the-apprentice-2024-winner-pies-b2531331.html

Muddy

Rain, rain, rain. It’s been a wet spring, so far. Let’s put that down to global warming. The cause is one thing, but the symptoms another. They are there to see every day as I look out of the kitchen window. At the back of our house, the open field that stretches out towards the river Lambourn is about 7 acres in size. At least half of it has been flooded or is caught in that cycle of the ebb and flow of the river for the last 3-months. Great for wildlife. It’s a soggy marshland.

We are into mid-April and there are rainless days. Bit by bit, it looked as if the river’s flood waters[1] were receding, and they were but now and then a burst of rain tops up the pools and streams. That’s this morning in a nutshell.

Our lawn is growing fresh grass enough to fuel a herd of wildebeest. I jokingly said we need a goat to eat it all off. Getting my battery powered mower to control the lawn is a real effort. A healthy growing season. That’s the good side of a damp climate.

For livestock, and wildlife the flourishing fodder is a positive. Already there are two families of ducklings swimming around and eating as much as they can. On the negative side, parts of the field outback are too wet to allow cattle to trample the new grass. A seasonal problem I’m familiar with having grown-up in a place called Horsington Marsh.

Bright green growth is one of the delights of springtime. Leaves on the trees and the fresh grass as it reaches skyward. Even the moss looks shiny and alive. This is the two-edged sword of farming. Grass needs the rain but too much and the land becomes a potential mud bath.

Eventually, the fast-flowing waters of the River Lambourn run into the River Kennet and then the River Thames. Strange to think that the water the ducks and geese stomp around in around here eventually passes through the heart of London on its way to the sea.

It’s notable that the grass grows where the flood water has receded. That part of the adjoining field where the waters come and go has turned into a combination of mud and aquatic vegetation. There are plants that can tolerate little air getting to their roots and there’s others that start to die back if there are submerged for too long.

Sadly, although the river’s waters look clean and clear, sewage treatment works, septic tanks, arable farming, road run-off and industrial processes have all had their impact. Technically the river is in an “unfavourable condition[2]” when it comes to aspects of water quality.

What of the mud? It will be interesting to see how quickly the submerged areas recover as the weather improves. I’ll be looking out for how all the phosphates in the water and the dead grass come alive again. Or do we end up with a low-lying grimy mud riverbank supporting rushes, reeds, and algae? Climate change and the human activity are changing the nature of watercourses. It’s difficult to say if the worsts aspects of this can be mitigated.

[1] https://check-for-flooding.service.gov.uk/target-area/061WAF22Lambourn

[2] https://www.westberks.gov.uk/article/41082/River-Lambourn-Special-Area-of-Conservation-SAC