Category: Uncategorized

Key Milestones in Safety Management

One chunk of a recalling of the path civil aviation has taken in the last 40-years is called: Safety Management Systems (SMS). It’s a method or set of methods that didn’t arrive fully formed. It can easy be assumed that a guru with a long white beard stormed out of his quiet hermitage to declare a eureka moment. No such thing happened.

Through every part of my engineering design career the importance of reliability and quality systems was evident. Codified, procedural and often tedious. Some say the quality movement had its origins in the world of the 1960s moonshot and the advent of nuclear weapons. I don’t think there’s a single spring from which the thinking flows.

That said, there are notable minds that shaped the development of standardised quality systems. Acknowledging that the Deming Cycle[1] is core component doesn’t take too much of a leap. It’s a simple idea for capturing the idea of continuous improvement. Aerospace design and production organisations adopted this method readily.

Those first steps were all about the Q word, Quality. How to deliver a product that reliably worked to specification. At the time the S word, Safety wasn’t spoken of in the same way. There had been an underlying presumption that quality success led to safety success. However, this was not entirely true. An aerospace product can leave a factory 100% compliant with a pile of requirements, specifications and tests only to subsequently reveal failing and weaknesses in operational service.

In the saddest of cases those failing and weaknesses were discovered because of formal accident or incident investigation. In civil aviation these are conducted independently. Worldwide accident investigators and aircraft operators often detected a lack of learning from past events. This situation stimulated activities aimed at accident prevention.

In 1984, the International Civil Aviation Organization (ICAO) published the first edition of its Accident Prevention Manual. This document introduced concepts and methods aimed at accident prevention. It was a pick and mix of initiatives and processes gleamed from the best-known practices of the time.

One of the jobs I had on joining the UK Civil Aviation Authority (CAA) Safety Regulation Group (SRG) was to work with the ICAO secretariate on an update to the Accident Prevention Manual (Doc 9422). The UK CAA has long been an advocate and early adopter of occurrence reporting and flight monitoring. Both were seen as key means to prevent aviation accidents.

It was envisaged that a second edition of the manual would be available in 2001. That didn’t happen. Instead, ICAO decided to harmonise information available on safety and put that into one manual. At that point safety information was scattered around the various ICAO Annexes. Thus, the content of the Accident Prevention Manual was consolidated into the Safety Management Manual (SMM) (Doc 9859). This new document was first published in 2006.

There’s much more to say since the above is merely a quick snapshot.

[1] https://deming.org/explore/pdsa/

Don’t forget your towel

Daily writing prompt
What makes you laugh?
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Excursions into the improbable. It’s the way that people look at life that reveals the absurdity of existence. We are highly improbable beings and that’s best approached with humour.

I’m not all that original. I’m going to celebrate the HHGTTG[1]. When it was first broadcast, I clung to the radio, wondering what imaginative excursion it would take us on next. It’s a jigsaw puzzle of abstract ideas that surround a wacky plot.

Why is it funny? Radio has a wonderful way of forming pictures in the mind. The creation of Zaphod Beeblebrox takes a bit of getting one’s head around. Notice what I did there? Such a mad romp of absurdity opens huge vistas of comic horizons. Cosmic even.

[1] The Hitchhiker’s Guide to the Galaxy is a comedy science fiction created by Douglas Adams.

Hovercraft Travel

Inventions full of promise. In the 1950s a British inventor seemed to have a solution to a lot of transport problems. How to travel at speed over a variety of surfaces. Christopher Cockerell, like so many inventors of the past, had difficulty in convincing people of the usefulness of his invention. He persisted and the commercial Hovercraft was born.

It’s not that traveling on a cushion of air had never been considered before. It’s more a question of the fact that it took until the 20th century for all the components (engines and materials) to become available to make a practical vehicle.

It’s not a boat. It’s not a plane. It’s an air-cushion vehicle. Underlying this is the question of who takes responsibility for these vehicles? I know this with reference to those who I have worked with over the years. In the 1990s, it was the Civil Aviation Authority (CAA) that issued a Certificate of Airworthiness for these craft. Today, they are addressed under marine regulation.

The backward and forward of the arguments as to what a “Hovercraft” is defined as, surprisingly goes on at length. It’s flexibility in being able to rapidly traverse water and land without alteration is an asset but a minefield for lawyers[1].  

Yesterday, I took the passenger Hovercraft service between Southsea (Portsmouth) and the town of Ryde on the Isle of Wight. It’s the fastest way to get from the mainland to the island. 10 minutes across the water.

This for me was to revisit a trip that I often made in the 1990s. I’d drive down from London Gatwick early in the morning. Try to fit a breakfast in before taking an early Hovercraft across to the Isle of Wight. Memories of arriving at a desolate car park in the cold and wet stuck. There I’d be picked up and ferried to Britten-Norman[2] for the day. The Britten-Norman aircraft company had its headquarters in Bembridge.

Although the Islander is a small aircraft its owners liked to equip it with an array of different modifications. My job was the approval of modifications. All done, at the time, under British Civil Airworthiness Requirements (BCARs).  It was one overseas mission I enjoyed a lot.

[1] https://api.parliament.uk/historic-hansard/commons/1968/may/16/hovercraft-bill

[2] https://www.theengineer.co.uk/content/news/islander-aircraft-production-restarts-on-isle-of-wight/

Local Wildlife

I’m wondering – what is the definition of a marsh? This has been a wet February. It’s now passed having left water, water everywhere. Put my Wellington boots on, and underfoot a squidgy noise comes from the waterlogged ground.

On the plus side, saturated fields are great for the local wildlife. Not so great for simply walking. It’s a season of mud and trodden down grass. Puddles and soggy pools. The water weaves its way through a boggy marsh. It spreads out in a minor flood, covering sedges and fence poles. There’s that word again – marsh. Still wetland.

That said, so many English marshes have been drained to create fertile agricultural land. Over decades fields have been “improved” by engineering drainage to turn swamps into workable farmlands. Sometimes with limited success in the winter.

I grew up on Horsington Marsh. The name that lives on. It’s farmed grassland with much of it liable to annual flooding. A clay valley of marshland formed between a winding brook and a temperamental river. Bow Brook and the River Cale. Both these eventually met up with the River Stour and head on down to the coast in Dorset.

Now, I live looking out on the lower part of the River Lambourn. In shape and form are totally different from the Cale or Stour. The Lambourn is shallow and fast flowing. It’s a chalk river that’s normally crystal clear. Locally, it does spillover into the fields. It’s a superficial flood that soaks riverbank.

The River Lambourn Special Area of Conservation (SAC) is a protected site[1]. Which means that there’s plenty of information on the wildlife habitat and the threats to the river. One of the biggest threats to the river is a water company. Thames Water storm overflows discharge into the river. It makes me wonder what it means to be a protected site.

The river has many different fish species. Most of all the Trout and some Grayling. Feasting on these we have Herons and Egrets. This week, I was surprised to see a large Cormorant[2] high up in a tree, wings spread, enjoying the morning sunshine.

So, however marshy the rising ground water and overflowing river might make it, there’s nature just outside the back door.

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

[2] https://www.rspb.org.uk/birds-and-wildlife/cormorant

Toronto Regional Jet

The bubbling cauldron of social media is overflowing with comments on the regional jet crash in Toronto. So, far 2025 is starting as 2005. After a period when aviation safety results were admirably good, we now enter a period when events conspire to show us that we should never take aviation safety for granted. Obviously, the question gets asked – is this a statistical blip or is something more concerning happening?

As would be expected the Canadian air accident investigators are gathering data. No doubt there will be preliminary reports. Much evidence is available to help the air accident investigators determine probable cause. This evidence available includes a plethora of video footage. The ubiquity of the mobile phone has led to a situation where videos circulate on social media before they get into the hands of professional investigators.

Speculation on this major accident ranges from the Trumpian – I saw a video therefore I know what happened to the more considered comments about how well the cabin crew did in evacuating the broken aircraft under horrendous conditions.

Certainly, the landing appears to have been a hard one. The weather condition, as seen on the pictures doing the rounds, was windy but not stormy in the sense of poor visibility. Snow cleared from the runway. Surrounded by a landscape of white.

Luckly the aircraft slid down the main runway. That dissipated energy to an extent that most passengers were not badly hurt and therefore able to escape the wreckage. Another fortuitous part of the sequence of events was the absence of a fire at the time of evacuation.

I need to be careful in using the word – fortuitous. The investigators will put together the exact sequence of events but there’s no doubt in my mind that credit should be given to the good design of the aircraft. Generally, accidents and serious incidents are more survivable that people might initially think. This is NOT simple luck. Although, for individuals’ luck may play a part in their fate.

Structures and Cabin safety experts spend their working lives thinking about the – what ifs. The objectives set for aircraft designs maximise the opportunities for survival. Cabin crew can fly for a lifetime and never experience a catastrophic event. When they do their training kicks in, and lives are saved. My thanks are to all those who work tirelessly behind the scenes to ensure that aviation safety isn’t taken for granted. Those who do the serious business.

POST: Agreed. https://edition.cnn.com/2025/02/20/us/flight-attendants-safety-plane-crash/index.html

Challenges Facing Supersonic Flight

Congratulations go to “Boom” for their supersonic jet flight[1]. Civil aerospace hasn’t ventured into this space for some time. Breaking the sound barrier is not an everyday occurrence in the civil world. There may be an international market for such new aircraft as much as there’s a market for fast cars and expensive boats.

However, I do not think a supersonic flight is the future of civil aerospace. It’s not mainstream. The environmental objectives for the future of aviation are ambitious. Generally, that means getting people from A to B in as clean and efficient a manner as is feasible. That does not include going ever faster and faster.

This new aircraft type is likely to be solely made in America. So, it does fit with the current political direction of the administration in the US. A triumph of technology. President Trump’s instinct to get rid of rules and regulations may work in the favour of Boom. However, in the end, the deciding factor will be – will the international marketplace want such a new aircraft type?

I certainly recall amazing ambition of the people who brought us the Eclipse aircraft[2]. Small light jets were going to be everywhere. Like a Silicon Valley revolution for the aerospace industries. That didn’t happen as predicted because the economics didn’t stack up. I don’t recall rules and regulations being the problem.

Even so, BOOM technology will have a hard job meeting international safety and environmental standards. I seem to remember that’s not new for supersonic flight. Even if the advancements made improve noise performance, there’s emissions and contrails to ponder.

There is another consideration too. It’s the problem Advanced Air Mobility (AAM) is facing now. To capitalise on their capabilities, these aircraft technologies require the reorganisation (modernisation) of national airspace. Plus, agreement at international level[3].

Supersonic flight over the world’s oceans may get agreement. Supersonic flight over national territory is a much harder sell. Some fliers may pay to slashing their travel times on-route. Going round and round in a stack, waiting to land, with conventional aircraft all around, will soon dispel any excitement.

Good luck to Boom. If civil use is minimal, no doubt defence applications will be numerous.

[1] https://boomsupersonic.com/

[2] https://www.eclipse.aero/about/

[3] https://www.icao.int/environmental-protection/Pages/default.aspx

Speed

Daily writing prompt
Have you ever unintentionally broken the law?
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There was a plain envelope waiting for me when I came through the front door, on Thursday last. It didn’t look like the regular ones that are house bills, statements or unwanted advertising junk. Yes, I’m primitive. I’m still paper based, to a great extent.

When I did get to opening it, my heart sank a little. Now, I hadn’t seen one of those for years and years. Inside was a formal bold printed form. Simple question. Was I the person driving my car on such and such a date, in the place named? They got me. I followed a link to a site that held motorway pictures. These images had gone from my recollection but there they were in curated digital realism. Big electronic signs, in bright red, hanging over the M25 motorway saying 60 miles per hour. Trouble is the calculated speed on the form was not 60.

By a small margin of error, the indicated speed of my car was enough to trigger the plain envelope that was not a welcome addition to my correspondence pile. Unintentionally I’d broken the law. I say unintentionally because I’m in the habit of using the speed limiter on my car to make sure such occurrences don’t happen. On this occasion my lapse is almost certainly going to turn into the need to go on a speed awareness course. Never mind.

Question mark?

Daily writing prompt
If there were a biography about you, what would the title be?
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That not an easy one. There are titles that stick for the strangest of reasons. One for me is David Niven’s: “The Moon’s a Balloon”, which is autobiographical. Simple and captures an actor’s life being one of illusions.

Spike Milligan gravestone epitaph could be a title of a life story: “I told you I was ill…”.  Which sums up the unexpected and terminal nature of life. Not to take anything too seriously.

Douglas Adams’s Hitchhiker’s Guide to the Galaxy is a good source of inspiration. I could take: “So Long, and Thanks for All the Fish” and convert it into “Bye, and Thanks for All the Toast”.

There are a lot of titles that big-up their subject on the basis that book sales might be higher if the story is about untold struggle and marvellous achievements. Epic tales can be repetitive even if they are universal.

I don’t know if anyone has used it, but I have in mind the title: “What was all that about?” Imagining that my biography is published after I’ve past. Although, I doubt if such a whimsical publication would hit the streets in our cosmos.

The Future of High Streets

Traveling is great. There’s always something new to try. OK, I’ll add a caveat to that observation. There’s usually something new to try. What I’m focusing on here is our English urban environment. Whether that be the centre of a major city or a main street of a small town. Variety is the spice. Often communing from layers and layers of changes over decades.

What I can’t pretend is that all is well. There are well-known places that have cut out a specialist niche to thrive whatever the tidal wave of changes. However, even they are impacted by the trend for bland uniformity that the commercial world loves so much.

Yes, I might have a delightful afternoon in Oxford or Bath and think all is well. Then a stop in a less well-regarded city or town and the problems becomes clear. The shifting sands of our High Streets is leaving areas blighted by neglect or sanitised by unthinking development.

The function of the High Street is no longer that captured in Victorian photographs. The butcher, the baker and the candlestick maker. This Dickensian Street scene maybe nice to look at as a novelty. It hardly makes sense unless the intention is to preserve a museum like atmosphere.  

Our town planning can still be caught up a sort of Victoriana. Intent on preserving the line of shops that has existed since the traction engine replaced the horse. It’s nice to see, centrally placed, a traditional coaching inn, but even they survive as restaurants serving specialised cuisine or dusty antique shops.

So, what to do? I have a couple of themes. One is community identity. Another is facing the reality of the on-line world, and another is to bring everyday life back into centres.

Avoiding the bland mediocrity of modern design[1] should be up there high on the list. Future generations will castigate us we leave them such dull ordinariness as to make them look away. Every place has a story. It’s not a question of packaging that story up as a museum exhibit. It’s more a question of making a 21st century interpretation of a history.

Embrace the on-line world. It’s not going away. I don’t say hordes of flashing lights and screens the size of houses. No, let’s be a less crass. Free high-speed connections ought to be in the heart of our communities. Innovative thinking like portals[2] between centres offers opportunities. Even if these must be carefully managed. Connecting places creates new experiences.

There’s often a tussle between the wish to bring living spaces back to High Steets and the demands of the night-time economy. People make spaces work. That could be window boxes full of flowers or tables out on cobbled streets on a moon light night. What’s clear is that public transport, infrastructure, and affordable housing are a must.

More effort is needed to square this circle. Make sure a good life can be lived in a centre but at the same time it be welcoming to visitors. That’s tough for designers and planners but that’s where they should aim.

[1] https://www.prospectmagazine.co.uk/essays/42227/the-duel-has-modern-architecture-ruined-britain

[2] https://time.com/6977881/dublin-new-york-city-portal-temporarily-shut-down/

Sun up to Sun down

Daily writing prompt
Describe your most ideal day from beginning to end.
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Arise from a slumber as sharp as a nail. Gaze out of the window on a sun filled world. Remain completely stoical about the morning’s News. Drink that first cup of tea whilst marvelling at a crazy Squirrel upside down on our bird table. Open to the notion that it’s possible to learn something new as the day pans out.

Have a plan to do tasks entirely of my own choosing however meaningless that might be. Tick-off those tasks with a smug satisfaction as the six-o’clock News looms. Sit back without a care. Chat about whatever it is that bubbles to the surface. Slowly subside into a comfy armchair. Realise how fortunate it is to live in a part of the world not blighted by conflict.