Tag: News

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

The Evolution of Air Traffic Control

Until civil air traffic started to grow the need for its control wasn’t the number one consideration. The pilot was the master of the skies. A basic “see and avoid” approach was taken. See another aircraft and avoid it at all costs. Note, I am talking about the early 1920s.

If you want a nice exploration of how it all started keep an eye on the site of the Croydon Airport Visitor Centre[1]. The first London airport was not Heathrow or Gatwick. No, there’s a stretch of grass, a hotel, industrial units and out of town shopping standing on the site in Croydon of the first London airport. 

Firstly, we can thank Marconi for the first radiotelephony. Providing a means for pilots to speak to airports enabled the development of Air Traffic Control (ATC)[2]. It got going out of necessity because there was limited space on the ground and many aircraft wanted to take-off and land.

Aerial navigation took off in the 1920s. A hundred years ago. WWII drove advancement in every aspect of technology. After WWII, the basic having been established, an international body was established to set standards for international flying. That’s where today’s ICAO originated.

Radar and VHF radio transmissions were the cutting-edge technology that enabled air traffic to grow. Radio navigation aids developed as did automatic landing systems. So, by the time the jet-age started there was a whole selection of technology available to manage air traffic. Not only that but the standards required for these systems to interoperate around the globe were put down on paper.

That legacy has served aviation remarkably well. Incremental changes have been made as new capabilities have been developed. Most notable of that evolution is to return elements of control to the cockpit. A traffic alert and collision avoidance system (TCAS) does just that. It provides a safety net.

What we have available to manage dense airspace and busy airports is a complex, highly interconnected, interdependent set of systems of systems and procedures that is not easy to unravel. Each part, in each phase of flight, plays its role in assuring safe operations.

News and rumours are that quick fixes are being demanded in the US. Responding to recent accidents and a perception that all the above in antiquated, a well know tech guru has been thrown at the “problem”. I shouldn’t be a cynic, as having a fresh pair of eyes looking at the next steps in the development of air traffic management should be good – shouldn’t it?

It’s my observation, as an engineer who knows a thing or two about these things, is that any simple solution means that the parties have not thought long enough about the problem. In this case there are no quick fixes. However, there’s likely to be incremental improvements and they will not come cheap. 

[1] https://www.historiccroydonairport.org.uk/opening-hours/

[2] https://www.historiccroydonairport.org.uk/interesting-topics/air-traffic-control/

Legacy, A Cautionary Tale

English is full of pithy phrases that echo through the pages of history. One of the greatest contributors to this phenomenon was Shakespeare. Lots of quips and quotes and snippets of wisdom come from his numerous plays (and other literary imitations).

The phrase or maximum that I have in mind is: “Beware of an old man in a hurry.” It’s not the only one on the same basic theme. My dad used to say that there’s “No fool like an old fool”. Honestly, as a child I had no idea what he was getting at. I guess it was to sum-up an observation of someone’s behaviour. It’s not a complementary saying.

There’re several ways of interpreting the “old man in a hurry” saying.

For one, and I’m just about to clock 65 years, the way the world seems is conditioned by the fact that one’s final moments are a lot closer than they were as an ambitious young man.

Another interpretation is that we might expect an older person, with more experience, will be guided to make better life decisions. However, in reality, the reverse is so often true.

I could go as far as to say that the “beware” part is to beware of imbedded prejudices and reduced peripheral vison that can come with age.

Doing a quick bit of research the source of this short English saying is not ancient wisdom from a Greek scholar or scribbling Roman sage. Not even a contemplative Medieval monk.

No, it’s a young British Conservative politician talking about an old Liberal. In fact, probably the most successful old Liberal that has ever graced Parliament. The one who left this county with the world’s biggest Empire. When he passed at 88 years, Britain was the most developed, most prosperous nation and biggest manufacturer the world had ever known. If we were ever to call to Make Britain Great Again, we’d call for an old Liberal. MBGA doesn’t exactly flow of the tongue. Anyway, GB (Great Britain) endures as a name.

The young British Conservative politician was Churchill’s father, Randolph, and the old Liberal was an energetic, fired-up Gladstone.

Can I now use “Beware of an old man in a hurry” as I reflect on the week’s News? Does President Trump see the world as a racing clock? Knowing that mortality looms. Knowing that any marks that are to be made need to be made – now. The “long-game” is for others to play.

When time is almost up the tendency to rashness can be understood. A lot depends on whether the subject of legacy looms large in the thinking of a leader. Through the millennia legacy has mattered a great deal to leaders.

Gladstone’s success was marred by the eventual destruction of the Party he led. He did transform government from a boys-club of privilege, at least in part, but the future of Ireland became his achillea heel. As a Liberal, he found building a powerful country didn’t mean granting privilege for politician’s and friends’ private businesses but ensuring that the working class were represented.

Trump’s haste, and lack of longer-sighted goals, appears real. Constitutions, democracy and the public good will endure. Mean-time hang on to your hats.

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

About Animals and Flying

Pigs do fly[1]. But only the more privileged ones. Yes, animals that fly are not restricted to those with their own wings. It’s true that the animal kingdom has been showing us how to fly long before powered flight took-off. Nothing more graceful than a bird of pray swooping and diving. We (humans) can’t match much of what they do with our flying machines however hard we try.

Birds long inspired great thinkers. They opened the prospect of human flight. If they can do it – why can’t we? Surely the right combination of aerodynamic structures and a source of power would solve the problem. Shocking, in a way, that it wasn’t until a couple of keen bicycle repair men and a smart mechanic persisted until they had a working machine. That was only just over a hundred years back.

So, today’s novelty News item[2] of a cat that didn’t want to leave an aircraft puts a smile on my morning face. For all the farm cats I have known, the story doesn’t surprise me at all. It’s the sort of situation where humans are almost powerless in the face of the preferences of a feline.

Naturally, the engineering staff of an airline will have a good look at where the cat has been in its wanderings. There’s always the remote chance for a rogue moggy to play with something they shouldn’t ought to play with. Even on a modern Boeing 737.

I used the word “remote” but there are definite cases of loose animals causing air safety hazards. Looking this one up, because it sits vaguely in my memory, I do recall a dog that crewed through electrical cables after it got free in a cargo hold. Now, however lovable and cuddly a dog maybe that’s a place that no one wants to be in.

Back in 2002, American Airlines Flight 282 approached New York’s JFK. It was a Boeing 757 that landed with chewed-up electrical cables. Crew members heard noises coming from the cargo hold and found that some aircraft radio and navigational equipment wasn’t working. A dog had chewed its way through a cargo bulkhead and attacked wires in an electronics compartment. 

A quick search reveals that there are more cases of incidents caused by loose animals than might first be thought. Animals are potentially hazardous cargo. Sadly, often these flight incidents are not good for the animals concerned.

One thing to remember is that a large aircraft, at flight altitude, is pressurised. That’s not at the air pressure on the ground (unless an airport is a long way up a mountain range). A dog with breathing difficulties is going to find an aircraft environment distressing. Dogs can be skillful escape artists. Myself, I’m not keen to share a flight with them.

[1] https://intradco-global.com/livestock-transport/

[2] https://www.thesun.co.uk/news/33273791/cat-causes-chaos-ryanair-plane-rome/

The Swiss Cheese Model in Aviation Safety

Models in safety thinking take different shapes and forms. A conversation might start – what’s a model? Why are they useful?

Here’s a go at an answer. It’s always risky to explain why something works. It can be like a dry analysis of the particulars of a good joke. That kills the essence. As the words attributed to Albert Einstein say: if you can’t explain it simply then you don’t understand it well enough. Even if that’s not literally a quote it sums-up the need for simplicity.

Aviation is a highly complex, interconnected, socio-technical system with a legacy that coexists with rapid advancement. There are few parts of the globe that are not touched by aviation in some way or another. Getting to and from Arctic wastes, commuting between vast cities or traversing the widest oceans. Aviation touches all of them every day.

There is no piece of paper big enough to write a detailed description of every part of the worldwide aviation system. Even the most extensive computer simulations just take on a small part of the whole. I often use this phrase – “it’s more than a head full”. What I mean is that however smart we might think we are, the normal person can only comprehend a slice of what’s happening. A slice frozen in time.

We get over our limitations in perception and understanding but approximating. That is to carve out a “model” of what’s happening and how parts of a complex system interact. That sounds easy enough to construct. It’s a lot harder than first might be thought.

For one, a model needs to be sufficiently universal to capture an underlying reality or theme.

Next, a model needs to be useful. It has utility. It’s proven to work. To produce useful outcomes.

Thirdly, a model needs to communicate a message across cultures, beliefs and disciplines.

A model that meets all the needs described above can be as big an advancement as any hard technology. I guess it’s not surprising that a professor of psychology comes up with one that has been used and reused successfully over decades.

This week has seen the passing of Professor James T. Reason. He’s left us with a legacy that’s almost incomparable. His Swiss cheese model[1] has become a basic part of every aviation safety professional’s training.

I’ve debated and discussed accident causation a lot. The Swiss cheese model[2] is not the only way of thinking about how accidents happen, but it is an extremely good one. It promotes a way of thinking about how to defend against accidents. That’s powerful.

Like all models it’s a simplification of a highly complex system. Its great strength is that this model allows us to see through the mist. To see part of what is obscured by complexity. That is immensely valuable.

Thank you, Professor Reason. 

NOTE: An IFA Video with Professor Reason Every Day – 20 min film – International Federation of Airworthiness.

[1] https://en.wikipedia.org/wiki/Swiss_cheese_model

[2] https://www.eurocontrol.int/sites/default/files/library/017_Swiss_Cheese_Model.pdf

Pragmatism in British Politics

Pragmatism has long been a part of British life. Idealism too but to a lesser extent. That said, the shelves of literary works probably tip in the balance of idealism. There’s always an “insightful” quote to pull of the shelf and plonk into a speech or scribblings like this.

There’s a comfort in putting important decisions down to known facts and up-to-date realities. This way of working tends to favour short-term action based on weighing-up the here and now. What’s best for us where we stand at this moment? How much money have we got?

If you are an ardent socialist or committed liberal or dyed-in-the-wool right-winger, then pragmatism can make your flesh crawl. It leads to the question – what do you really believe in? Intellectual prowess is challenged by a call to make it up as we go along.

Pragmatism encourages hypocrisy. Now, that might be phrased as an uncomfortable negative. The truth is that no successful organisation has ever escaped a great deal of honest hypocrisy. Positions on even the most hard-fought issues do change. That’s not a negative. Just a couple of minutes surveying the history of the last half century, more than proves the case.

So, when I hear the UK Prime Minister (PM) talk of “ruthless pragmatism” I do wince a bit. It’s not that pragmatism per-se is an evil. No way. Mere survival in any political landscape and someone must react to the here and now in a way that doesn’t sink the ship.

PM Keir Starmer talking on Europe[1] is like listening to a rich Victorian woman having on extremely tight underwear. There’s no way she can loosen it in public. Her peers would disown her. When no one is looking an immense sense of relief can be gained in shedding the constraining garments. Behind closed doors the ridiculous restraints are shed.

Frankly, UK opposition to joining youth mobility schemes[2] in Europe is a stupid as stupid can get. I mean stupid times a billion. Now, some madcap idealists might be scared that British youth might, if taught early, be influenced in ways that would last throughout their lives. Such would be their indoctrination that eventual the push on the UK to join to European Union (EU) would be overwhelming.

There’s another word beginning with “p”. Take pragmatism and replace it with paranoia. The later seems to be fashionable just now. Forget the idealist approach where at least views tend to be based on a plausible creed. Paranoia is such that no previous experience is necessary. It’s all-over social media and more and more conventional media. Pragmatism is met with disbelief. So, is it wise for Keir Starmer to make that word a number one headliner?

A philosophical political pragmatism has been long practiced in the UK. I don’t see that stopping anytime soon. But what’s to be gained by headlining it? Not a lot I’d say. In fact, it gives ammunition to the light blue swivel-eyed loons[3].

[1] https://www.independent.co.uk/voices/editorials/keir-starmer-brexit-reset-europe-b2692118.html

[2] https://lordslibrary.parliament.uk/youth-mobility-schemes/

[3] https://www.independent.co.uk/news/uk/politics/swivelgate-david-cameron-goes-to-war-with-the-press-over-swiveleyed-loons-slur-8622277.html

Future of Single Pilot Operations in Aviation

Flying embraces automation. Now, there’s a statement that didn’t ought to be controversial, but it can be. Even before we became engulfed by the modern digital age, analogue autopilots could assist in the task of flying. Some early ones were mechanical.

The need for full-time hands-on piloting of the physical controls that linked a human and an aircraft’s control surfaces is not fundamental. Large transport aircraft have stepped further, somewhat mimicking what their military counterparts did, and fly-by-wire systems have become commonplace.

As far as technological evolution is concerned, we remain in a transitionary phase. Commercial aircraft that fly overhead are a mixed community. Some, like the Boeing 737 series continue to have cables and pulleys that link aircraft systems and controls. Others, like the Airbus A320 series are the fly-by-wire digital aircraft types in regular service.

Between the pilots in the cockpit and the motion of an aircraft there is a computer. In fact, several computers arranged in a manner so that they continue to work even when subject to failures. A great deal of thought and effort has gone into designing aircraft systems that will be reliable in-service.

Looking at the safety numbers, starting in the 1980s when fly-by-wire was introduced, the overall service experience is extremely good. The practice of system safety assessment has delivered dependable and robust aircraft. Rigorous certification processes are applied. 

Through the technical developments that marched on from the 1980s one requirement has remained. That is that two pilots are needed in the aircraft cockpit. Granted there are exceptions to this rule for smaller transport aircraft. Single pilot operations are not new. For example, in many countries, the Cessna Caravan[1] is approved for a single pilot.

It’s 2025. It’s difficult not to notice the debate around Single Pilot Operations (SPO). That is to open large transport aircraft operations to a new rule. Lower operating costs may be achievable by making a change. It’s even said that this move is a way of continuing aviation’s growth as it becomes more and more difficult worldwide to increase the number of qualified pilots.

It’s good to see this subject being taken up in a forthcoming conference.

RAeS Flight Operations Conference 2025: Single Pilot Operations – Logical Progression or a Step Too Far?[2] 19 March 2025 – 20 March 2025. Royal Aeronautical Society Headquarters in London.

SPO may be enabled by use of complex systems to help make mission-critical decisions. The next step maybe with real-time “artificial” copilots and intelligent monitoring. Will this move the aviation industry toward safer and more efficient aircraft operations? That is the question.

[1] https://cessna.txtav.com/en/turboprop/caravan

[2] https://www.aerosociety.com/events-calendar/raes-flight-operations-conference-2025-single-pilot-operations-logical-progression-or-a-step-too-far

Investigating the Black Hawk and American Eagle Collision

What’s mysterious about the recent tragic collision between a US Army Sikorsky UH-60 Black Hawk helicopter and the American Eagle Flight 5342, was the failure of the normal procedure of “see and avoid” and the lack of an avoiding manoeuvre from the helicopter[1].

Taking the timings from reports of the investigators’ work so far, the air traffic controller’s instruction to the military helicopter to pass behind the commercial jet was seventeen seconds before the catastrophic collision impact. Given the trajectory of the commercial jet, as the pilots were focused on a landing, they had little possibility for an evasive manoeuvre other than a go-around. I imagine the commercial pilots and the tower controller reasonably assumed that the military helicopter would comply. In fact, why would they have any reason to question that assumption?

A question has arisen about night-vision goggles. Were the crew of the military helicopter using these devices? Night Vision Imaging System (NVIS) are not new[2]. They are used in both in military and commercial flying. There are a series of technical requirements that address their safe use. For commercial flying helicopters, that use such visual systems, they must additionally be equipped with a Terrain Avoidance and Warning System (TAWS). 

One of the down sides of night-vision systems are that the greatly enhanced capability can lead to overconfidence and potential misjudgements by pilots. When used by pilots these systems amplify ambient light and thus help pilots maintain visual references. That’s good for night flying over difficult terrain at low altitude. It’s not so good when there are multiple bright light sources all around, as there are in a big city.

I’m sure that the accident investigators will be giving the above subject a great deal of consideration. Afterall, the evening of this tragic accident was one of fine weather and fair visibility. The investigators have a significant task ahead analysing data and verifying the performance of both humans and machines in the accident situation.

NOTE 1: Worth a watch https://youtu.be/hlMTpIAlpw0

NOTE 2: Key safety system off in Army helicopter that collided with American Airlines jet, senator says | Reuters

NOTE 3: Night Flying “there are factors that can make it more challenging, like the lack of visual references and encountering visual illusions”. Flying into the Dark. What You Need to Fly at Night | by FAA Safety Briefing Magazine | Cleared for Takeoff | Jan, 2025 | Medium

[1] Evidence of a last-minute manoeuvre may still come to light. Sadly, the outcome remains the same.

[2] https://skybrary.aero/articles/night-vision-imaging-system-nvis

Economic Growth in Post-Brexit UK: A Call to Action

I do remember when there was a British newspaper called The Daily Telegraph. It represented establishment views. Was rather stuffy and what you might expect a certain type of middle-class accountant or lawyer to be reading on their commute to work.

It has become a pamphlet for the alt-right, supporters of oligarchies and whacky think-tanks pumped full of money from climate change deniers and overseas sources.

The sort of right-thinking people who gifted us with Liz Truss as Prime Minister. I shouldn’t be so dismissive because as recent history has shown these daily publications still have influence.

Now, Labour’s Chancellor of the Exchequer is shouting growth, growth, growth from the rafters. Not that her cry is an entirely bad one, it’s just that she is saying this with mufflers on her ears.

The Chancellor is right that the most important issue of the moment is the economy. There are a lot of people pointing out that a quick way to improve the UK’s economic situation is to knock down the barriers we have erected with mainland Europe. Next door is a huge market for our products and services.

Labour was telling us to believe in Brexit and that they could make it work. Most people know that this was last year’s meaningless words spread about before an election. Polling now shows that most people favour closer ties with our neighbours[1].

In some senses there’s little change. People are more likely to see the Lib Dems as anti-Brexit and the Conservatives as pro-Brexit. They remain unsure about Labour’s position. So, when the call goes out from the Lib Dems for closer economic ties with the European Union (EU) a whole host of predicable nonsense is said and published in newspapers like The Daily Telegraph.

Labour’s dithering makes the possibility of growth, growth, growth seem as unreliable as their protestations of love for Brexit before last year’s election.

The direction of travel is mighty obvious. Brexit has failed. Corrective action is long overdue. Forward thinking politicians really need to step-up and fight for a prosperous and economically successful Europe. One that includes us.

Labour has this term of government to make its mark. If it doesn’t then the possibility of extreme political elements getting a foothold in the UK are significant. Dithering for 5-years will be the biggest mistake after that of 2016. Corrective action may have a political cost in the immediate short-term, but the long-term benefits are there for all to see.

[1] https://yougov.co.uk/topics/politics/trackers/how-the-government-is-handling-the-issue-of-brexit-in-the-uk