Tag: Travel

Gardens and a mighty river

Let’s mix three interests of mine. It’s Monty Don[1] I must thank for this one. He’s recently been seen in a series that tours the Rhine searching out gardens of interest. His travels along the mighty Rhine in Germany brough him to a couple of places that I’m familiar with even though he left out one or two that are dear to me.

The three interests are travel, politics and gardening. A TV presenters’ job is a nice one to have when it opens the world to others. Glimpses of fascinating places and gripping stories.

Often over a weekend, by car or train, I’d explore the Rhine River between Cologne and Koblenz. In Cologne the river valley is wide, spreading leisurely over kilometres. In Koblenz it’s narrow with step sides dotted with vines clinging onto the rocks. The river’s dramatic landscapes have an identity that’s special.

Shame that Monty Don didn’t stop in Cologne, but I can imagine that there was a lot to squeeze into the time they had allotted for filming. He did stop in Bonn and started to tell the story of the modern history of that region. Bonn being the capital city of former West Germany.

Rhöndorf, Konrad Adenauer’s house and garden sit in stunning scenery overlooking the river[2]. It’s a place to visit for those with an interest in modern history, political life and the relaxation of gardening. Monty Don took the time to stroll around and talk about the roses and the drama of the life of Germany’s first chancellor after the war.

Further down stream Cologne was bypassed for a stop at the former industrial heartland of steel and coal. My advice to Monty Don would have been don’t miss the Botanical garden in Cologne[3]. This is a lush green and open space in the city that I often walked and stopped for a coffee. It’s easy to get to by tram being right next to the Zoo in the North of the city.

In the early spring the camellias are stunning[4]. It’s such a great experience for lifting one’s spirits after a dull wet winter. Go to the Botanical garden are revel in the bright colours.

The gardens are a mix of French, Italian and English influences. A quick reminder of the ebbing and flowing of influences that have swept the Rhine lands over the centuries. Don’t miss it.

[1] https://www.bbc.co.uk/programmes/m002px5m

[2] https://adenauerhaus.de/en/visit/rhoendorf

[3] https://www.cologne-tourism.com/arts-culture/sights/detail/flora-and-botanical-garden-cologne

[4] https://internationalcamellia.org/en-us/europe-gardens-of-excellence/flora-cologne-botanic-garden

North Atlantic Airspace and Trade

Back to Greenland. A cold, cold land of mountains, snow, and ice. Next door to Iceland. I agree, the naming of places doesn’t make a lot of sense. Perhaps Greenland should be Iceland. And Iceland should be Fireland. Just under the Earth’s crust molten rock sits. It waits for the opportunity to come to the surface.

Iceland is highly volcanic. A land that’s growing and ripping itself apart at the same time. It sits on the Mid Atlantic Ridge[1]. The North American and Eurasian plates are moving away along the line of the Mid Atlantic Ridge. This is global geography. Not economic or social geography but the physical stuff. Ironically, considering the News, the North American plate is moving westward, and the Eurasian plate is moving eastward. Don’t worry this movement is slow.

When flying it’s usually faster to travel East than it is to travel West. A fast-moving band of air known as the jet stream[2] whizzes across the Atlantic. It represents that boundary between the cold polar air and the warmer southern air. The airspace of the North Atlantic (NAT)[3], which links two great continents is busy. There are seven Oceanic Control Areas (OCAs). US, Canada, Norway, Greenland (Denmark), Iceland, Ireland, and The Azores (Portugal) all have a role to play.

Back in the mid-1990s, I worked on Reduced Vertical Separation Minimum (RVSM). Looking at aircraft altimetry to determine what accuracy requirements would permit a change in separation standards. These standards, and the manual that goes with them are the responsibility of the ICAO European and North Atlantic Office in Paris. Yes, that’s Paris, France.

Given the arguments put forward by US President Trump, and his supporters, it does seem surprising that only Greenland is of interest. In aviation what happens across the North Atlantic, all the way up to the North Pole, depends on seven sovereign countries working together.

I’d say if there’s reason to be suspicious or concerned about one of them in terms of their capability, security measures, or vulnerability, what about the rest?

Whether goods or travellers go by air or by sea, across the Northern Atlantic, the success of their journey depends on communication, collaboration, and cooperation between sovereign countries. Without conflict of a major kind, it would be difficult for one country to take over that space.

I also did work on guidance material for Polar Navigation[4]. In the polar region, magnetic heading is unreliable or useless for aircraft navigation. Thus, it’s important to have other suitable accurate sources of navigation to be able to plan a flight over the top of the Earth. Aircraft communication is an issue too.

Russian airspace may be closed but this does not stop airlines flying over the pole. Finnair goes to Japan over the North pole[5]. Meticulous planning is needed to make theses flights safe.

Anyway, my point is that much of the commotion over Greenland’s fate tends to ignore the complexities of international trade and travel. At all stages international standards, communication, collaboration, and cooperation are essential regardless of who you are.

[1] https://www.geolsoc.org.uk/Plate-Tectonics/Chap3-Plate-Margins/Divergent/Mid-Atlantic-Ridge.html

[2] https://weather.metoffice.gov.uk/learn-about/weather/types-of-weather/wind/what-is-the-jet-stream

[3] https://skybrary.aero/articles/north-atlantic-operations-airspace

[4] https://www.faa.gov/sites/faa.gov/files/2022-11/Polar_Route_Operations.pdf

[5] https://www.finnair.com/gb-en/bluewings/world-of-finnair/flying-over-the-north-pole–well-planned-is-half-done–2557656

Technology and Visual Perception

As the winter sun rose this morning, I focused my binoculars on a distant silhouette of a bird. We inherited these bird watching binoculars from my father-in-law. With a times 30 magnification this majestic black waterbird was easy to see.

A tall trunk of a dead tree rises above the riverbank. It’s a perch where the Cormorant[1] sits in the early morning sunshine. I’d guess it’s a regular post fishing ritual. We sometime see him or her perfectly balanced with their wings outstretched. Two Jackdaws were sitting below this larger bird. It was clear the Cormorant was none to happy to have their company.

In our kitchen, as the radio burbled away, what struck me was the importance of distant vison. Looking out to see what’s on the horizon. As the sun illuminated the treeline. Leafless trees outlined against a blue sky. I hasten to add that this clear morning is more the exception than the rule over the last couple of weeks.

Because the Cormorant is an excellent fisher this is a good sign for the health of the river. The River Lambourn is a chalk stream that passes west to east at the boundary of the field adjoining our house. Fortunately, the river is far enough away for winter flooding not to be a problem. We have the benefit of seeing Berkshire’s riverbank wildlife as it makes its way quite oblivious to us watching it.

What a contrast. My eyes are now focused on a computer screen that is no more than a couple of feet away from me. If I was using my mobile phone or tablet, I’d be even closer to an electronic screen. I can see a nice picture of a typical Cormorant on my screen. It’s informative but no substitute for the real thing. A real individual.

Let’s make an assertion. Since 2006, the ratio of a person’s time spent looking at a close by screen as opposed to a distant image has dramatically changed. I’ve used that datum as it’s a convenient one related to the abundant mobile phone of any make and kind. I wonder what this has done for our visual perception capabilities. Will there come a time when looking for objects at a distance is a less than familiar experience.

It’s fascinating to see that the Boy Scouts still have an aircraft recognition list. The expectation that a young person looks up and spots a distant silhouette in the sky and can recognise it. Takes me back to the simplest childhood game of all. “I spy with my little eye, something beginning with A”. Looking heavenward at a fast-moving outline and shouting “Aircraft”.

Will these abilities diminish? Afterall it would be so much easier to let a phones’ camera and a suitable App do the work. Point and tap. Would that lead to people recognising more aircraft or birds or less? The jury is out on what our tech is doing to us. There are a lot of questions worth asking. Particularly when it comes to visual perception. Matching pictures and names are one thing. Looking at a distance in real-time and doing the same with confidence, that’s another.

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

Age Restrictions

Inevitably whenever there’s a decision as to what is age-appropriate one’s own experience comes to the fore. The experiment that is going on in Australia is one to watch. That country has taken a step towards the regulation of social media that provides defined limits. From zero to age 16 there’s to be a ban, or a restriction as the more diplomatic commentators say. One discussion could be about the whole necessity, and possible effectiveness of a ban on social media and another about the age limit that has been set.

This is one of those debates where there are good cases to be made on both sides. I could start by citing examples of harm caused, in particular cases, of social media use by children. That would reinforce a compelling argument for restrictions by law.

Alternatively, looking at the subject in the round, I could wonder at the position of young people first encountering an avalanche of social media on the day of their 16th birthday. Or the creativeness of young people in finding ways to evade a punitive law.

For me, my 16th birthday was a day of great liberation. Growing up in the countryside has lots of advantages. The downside is the effort needed to get anywhere beyond walking distance. No buses. No trains. Just a pushbike. Miles of country lanes, green fields and distant villages.

No demanding, distracting all-encompassing digital paraphernalia. Maybe a radio, cassette recorder and a pile of vinyl records. For me a couple of beaten-up cars and motorcycles too. As per the famous four Yorkshiremen sketch: try telling that to the kids of today.

Yes, my 16th birthday was a day of great liberation. That because of the law. I wasn’t alone. It was there for every schoolboy who could afford one. Shiny in the showrooms. Names like: Fantic, Gilera, Garelli, Yamaha, Suzuki and Puch, were all on our list of wants.

In December 1971, the British Government create legislation that restricted 16-year-olds to 50cc mopeds (motorcycles with pedal assistance). This was a worthy effort to improve road safety and reduce the carnage of motorcycle accidents. What was unexpected was the frenzy of innovation that this well-meaning law triggered. Motorcycle manufacturers set to their drawing boards and radically transformed the moped. I do mean radically.

I came in at the end of this era. By early 1976 manufactures had squeezed every drop of performance that was possible out of a mere 50cc engine. Designs had gone from uncomfortable, sluggish commuter bikes that would feel embarrassed to own, to sporty fast racing machines that were extremely desirable.

Ah, the unintended consequences of worthy legislation. For me this was wonderful. It opened a whole new vista and introduced me to one or two roadside hedges. Waiting for me on my 16th birthday was one of the best. A Puch Grand Prix Special. In black and gold, this really was a fast and refined two-stroke machine. Even with cast alloy wheels and a front disk brake, which was whizzy for the time. Racing along the main A30 the bikes gearing was such that I went fastest downhill, while my mates Garelli overtook me going up the hills.

What can I say? When it comes to age-appropriate the results may not be what is intended.

Note: Reference: Funky Mopeds! The 1970s sports moped phenomenon. Richard Skelton. Veloce Publishing. ISBN 13 978-1-84584-078-5  www.veloce.co.uk

Arborist Adventures

Funny how we attribute a problem to a nation. I’m sure it’s not the fault of the Dutch. It’s more the fault of the Canadians. To be fair, it’s nature rather than anyone’s fault.

One of the enduring memories of my childhood is looking out of a bedroom window to see the most enormous line of tall Elm trees. Running east to west, these magnificent trees were a dominant feature of the skyline. Looking south, towards the wider Blackmore Vale, they created a screen of green in the summer. Tall stately trucks in the winter. Maybe the central ones measured four or five feet in diameter.

Today, the view, on a clear day, extends all the way across Dorset to Bulbarrow Hill. Close by, no tall trees to obscure the view. Far off, on the top of the hill the telecommunication masts tower above the trees. Across the valley there’s nothing but treetops to be seen but few if any Elms.

The fate of the Elm trees is a sad one. Dutch elm disease wiped them out. From the 1960s, more than 25 million trees died across the UK. Other species have taken the opportunity to occupy the spaces left by the Elms. However, hedgerows have been lost as framing practices have changed. Trees a plenty but not so many as past times.

This week is national tree week[1]. I didn’t even know that until a visit to the RHS[2] at Wisley. I’ve had an RHS membership for about three years. Any time I’m in the vicinity of Wisley, I make a visit. That’s not been so easy of recent. The monstrous road works, planting a motorway junction of vast proportions in the area has been awkward to navigate. Nature is trying to coexist with traffic, tarmac and concrete.

I learnt that there are a couple of thousand trees at Wisley. Lots of variety. Being RHS, a staff to maintain them in good condition. Experts with chainsaws and ropes to prune the dead limbs and make the most of any wood that comes their way. What I’m referring to is a highly entertaining lecture given by one of the young arborists who manages trees on their site.

There’s a lot more to managing trees than first meets the eye. Safety is one of the major considerations. Especially with an extensive garden that receives thousands of visitors. Rotten branches falling from great hight are not something to wish to encounter unexpectedly.

I get the distinct impression that, like a Cirque du Soleil show, arborists love nothing more than hanging upside down from flimsy looking branches. Constructing elaborate schemes of ropes to navigate the treetops. With pride, the lecturer had videos of scampering amongst the high tree limbs. Not a place I’d go. They’re a cross between tree hairdressers and surgeons. Rearranging, chopping, crafting, diagnosing and amputating at the same time. Not a job for a heavy-set person who has a phobia of hights.

The message here, for the week, is not to take the wonderful diversity of trees in the UK for granted. They do need nurturing and replacing. For the most part they do nothing but good.

[1] https://treecouncil.org.uk/seasonal-campaigns/national-tree-week/

[2] https://www.rhs.org.uk/

Safety Differences

Are the safety standards for all large aeroplanes the same? No, they are not. I’m never sure if the public naively expect this to be the case. I’m sure it’s not something that goes through the mind of every air traveller. Looking up at an aeroplane, flying overhead, this is not a thought that instantly comes to mind. Even watching them take-off and land at a busy airport.

A large aeroplane is a large aeroplane – surely. Well, not exactly. Several issue come into play when addressing the safety standards for large civil transport aeroplanes. For example, when did the type of aeroplane first go into service? What is it being used for? Where is it flying to? How many people are on-board?

One place to start with any discussion on this subject is with the basics. For a start an aeroplane is heavier than air and its power driven. Immediately, two important factors pop out of that definition. One: weight counts. Two: operating engine(s) are needed.

Almost lost in the mists of time are the reasons for dividing the world of transport aeroplanes into two categories. Simply called – large and small.

Underlying this basic categorisation is an historic assumption. This is an assumption upon which civil aviation safety regulation has been built. Namely, that efforts need to be made to ensure large aeroplanes are safer than small aeroplanes. One way of looking at this is to consider a spectrum of risk, and several parameters of concern.

Let’s start with the question above – what is it being used for? A transport aeroplane can be used to carry cargo or passengers, often both. The number of crew and passengers carried can range from 1 to 850[1]. In fact, for large aeroplanes, there’s no upper limit written into international standards. However, the term “very large aeroplane” is coined for the upper end of weight or passenger numbers carried. Sadly, the very largest of these very large aeroplanes (cargo), the Antonov An-225 Mriya, was destroyed by war.

Although, a matter of primary concern is the number of passengers carried, and therefore at risk in the event of an incident or accident, the main dividing line in the regulatory landscape between large and small aeroplanes is weight.

To some extent this has a foundation. It could be viewed that in the event of an incident or accident any resulting impact will be more severe the greater the weight of the aeroplane. This is where a parameter called the MTOW, or Maximum Take-off Weight, comes in. This number includes the total weight of an aeroplane, crew, fuel, passengers, and cargo.

Today, we divide the world of large and small aeroplanes based on MTOW. Yes, the maximum number of passengers that can be carried comes into the equation too. The question I have is, should that be the number one consideration?

[1] https://www.airwaysmag.com/legacy-posts/top-10-largest-passenger-aircraft

Exploring Airworthiness Knowledge

How many good books are there on aircraft airworthiness? I don’t suppose a lot of people are going to ask that question. General introductions to airworthiness are not necessarily bedtime reading. This thought came to my mind, this week, because I had some time to kill in a library. A particularly technical library in London[1]. It’s at the Institute of Engineering and Technology (IET).

Sited in a grand building on the banks of the River Thames. Savoy Place, as the name suggests, is next door to the famous hotel of the same name. What marks it out is a large statue, not of some long-forgotten stage actor or army general, but that of Michael Faraday[2]. His contribution to the modern world is enduring and undeniable.

I’ve been a member of this august engineering institute since my student days in the early 1980s. Then it was known as the IEE. One “E” being for Electrical. Our lectures encouraged us students to join and once done so they have us for life. Members worldwide have access to their books, databases and standards.

I could draw a thread between Faraday’s work and 21st century aviation. It’s a mighty wide thread and one that’s growing all the time. There are so many aspects of electromagnetism embedded in aviation. For example, without electric motors and servos, we’d still be controlling aircraft with strings and wires. Fine, hydraulics play their part too.

Technology has moved on. It continues to move. Electrification is displacing hydromechanical systems. The age of electric propulsion is getting closer as developers experiment with a myriad of different configurations of motors for different new aircraft types. More and more electrical power is needed to make modern aircraft tick.

In the IET’s library there are a few books with the word “airworthiness” on the cover. It’s a distinct niche. More often technical references contain huge amounts of material that concern or impact airworthiness, but the word itself is reserved for the more discerning.

One I picked off the shelf was “Airworthiness: An Introduction to Aircraft Certification and Operations” by Filippo De Florio[3]”. For me it’s full of familiar material. I was surprised at the level of detail and range of coverage. In its latest version, it’s reasonably up-to-date too.

One book that was not on the IET’s shelf is “Initial Airworthiness: Determining the Acceptability of New Airborne Systems” by Professor Guy Gratton. I believe he’s updating this book now.

There was a copy of “Aircraft System Safety: Assessments for Initial Airworthiness Certification” by Duane Kritzinger. Again, for me it’s full of familiar material.

Another book that was not on the IET’s shelf is “Aircraft Continuing Airworthiness Management: A Practical Guide for Continuing Airworthiness Engineers” by Daniel Olufisan.

What I’m wondering now is how many other contemporary books are there on this subject. That is up-to-date references. Yes, I know I could do a quick search to turn up an easy answer but that tells me nothing of the quality of the publications. All four above are worth a read.

Help me out with some suggestions – please.

[1] https://www.theiet.org/membership/library-and-archives

[2] https://www.faraday.cam.ac.uk/about/michael-faraday/

[3] https://www.amazon.co.uk/Airworthiness-Introduction-Aircraft-Certification-Operations/dp/0081008880

Rebuilding Relations

Here I’ve posted a thousand posts. So, it might be a good time to reflect. It was back in April 2016 that this blog started. The provocation being the then pending UK referendum vote. What was to become Brexit and a long litany of mistakes and missteps.

I’d not long returned to the UK from my time in Germany. I had a what I thought was a reasonable sense of the UK political landscape, only to find I was wrong. Here’s what I wrote:

“It’s the biggest event since the Berlin Wall fell. Yes, not to mince my words the UK referendum on EU membership could change the political landscape for a generation or more. It could be a terrible gamble that erects dark walls all over Europe or it could start a new period of enlightenment within the European project.”

I wasn’t far wrong with that statement. The landscape suffered a landslide. Even though the results of the votes were practically even- evens, for reasons that now seem bizarre the electorate swung in favour of leaving the European Union (EU). If the polls are to be believed, then the overwhelming majority now regret that choice[1].

“I’m firmly convinced that our place is in Europe. We are strong enough, we are clever enough and we are determined enough to make that project work. What a bonus that would be: Expanding a market that covers half a billion people on our doorstep. Guaranteeing that the world sits-up and listens to Europe. Unlocking a diverse creative powerhouse where the UK would thrive.”

My then time arguments were coherent, logical and straightforward. I didn’t know we were entering a phase when such attributes were to decline in importance. Should I have been wiser? With hindsight it’s easy to say that the campaign to remain in the EU was appallingly poor. Even if, at the time, I did wonder if the pomposity of the then UK Prime Minister would play a negative part in the outcome.

“The frightening alternative is to gamble with millions of jobs and invite a plunge into recension. If this happens it’s the younger generation who will pay the price. We should not condemn them to isolation and struggle for reasons of narrow nationalism.”

Oh brother. With something like 4% knocked off the country’s prosperity and a government struggling to finance public services, sadly I was spot on the money.

“I’m not saying the EU is perfect. In fact, I wouldn’t say Westminster or my local council are perfect – far from it. But the EU is a work-in-progress and not a finished project. It’s better for British pragmatism. It’s a two-way street as free movement brings people to these shores who then go home with a positive view of what we have to offer. In the next generation that means more trade and better international relations.”

Having seen at first hand the workings of both the British civil service and the European Commission, British parliamentarians and European ones, I could see a common thread. The foolish notion that escaping into glorious isolation would produce prosperity was nuts.

Here we are in 2025. It would be nice to say that – I wouldn’t start from here – but that’s useless. The thing to do is to reconcile, reaffirm and rebuild relations with Europe.  

[1] https://yougov.co.uk/politics/articles/52410-nine-years-after-the-eu-referendum-where-does-public-opinion-stand-on-brexit

Why Timely Aviation Safety Reporting Matters

Waiting for accident reports can be frustrating. I’ve found this to be the case in past experiences. When a major fatal aviation accident happens the demand for information is exceptionally high. That means that every credible source of information will be drawn upon.

I don’t think anyone expects professional aviation accident investigators to come up with instant answers. Extensive and meticulous work is required to arrive at detailed findings. When it’s possible accident investigators publish interim reports to ensure that relevant information becomes generally available.

Countering this reality is the need to ensure that the aviation system is not operating at elevated risk during the period that investigation is being conducted. Information needs to flow to those who are empowered to take corrective action.

Given the nature of international civil aviation, accidents can occur anywhere at any time. There’s no rule, statistical or otherwise, that can stop these extremely rare events occurring. Much as it’s fine to promote an ambition for zero accidents, it’s not going to happen.

The frustration I’ve pointed to is shared by industry and authorities. As time goes by the level of speculation and misinformation always increases where there is an absence of verifiable facts. There’s always a need for industry, authorities and investigators to cooperate. As often each one will have a part of the jigsaw that when put together describes what happened.

For all sorts of reasons, this necessary cooperation does not always exist or exist as a smooth pathway to resolving a situation and initiating corrective action. Where barriers exist and delays accumulate the collective aim of assuring aviation safety is harmed.

The International Air Transport Association (IATA), at their recent conference, highlighted this as being a significant issue[1]. There are international standards, but these standards are not always applied in the manner with which they were intended. It seems obvious to say. It’s essential to learn safety lessons and take corrective action as soon as it’s humanly possible.

Where sufficient resources are an issue then there must be cooperative arrangement to allow others to help. It’s by sharing expertise and equipment that the time between occurrence of an event and the implementation of risk reduction measures can be reduced.

Risk reduction measures do not always need to be the final measure. There are the conventional strategies for addressing aviation safety risk – reduce, eliminate or mitigate. Even if publication of a final accident report is a year or more away, there’s often much that can be done in the interim.

Bureaucratic protocols, political sensitivities and commercial interests are real. However, most governments have signed up to obligations within the ICAO convention and its standards. It’s recognised that timeliness is vital.

[1] https://www.iata.org/en/pressroom/2025-releases/2025-10-14-02/

Recent Aviation Accidents: Lessons Learned, or not

I start from a position of apprehension. Making aviation accidents, documentary style, the subject of a television series does give me some concern. Obviously, there’s the importance of being respectful to those involved. To reveal something that is of genuine public interest.

Accident investigation and journalism seek to answer the six questions – Who, what, where, when, why and how. When it comes to addressing aviation accidents that have occurred in the last 18-months some of the process of investigation may still be ongoing.

My apprehension starts with – what is the purpose of the series? Does it go some way to answering the question – why? That’s especially the case given that word is in the title[1]. Practically the “why” is turned into a probable cause because the “why” can include multiple factors. It’s rare for there to be a lone factor that results in a tragic outcome.

Broadcast last night by the BBC, this series took a selection of the accidents that recently commanded international headlines. The fatal events have been much discussed within informed professional communities and across social media. I’ve written on them too.

[Fatal Boeing 737 Crash in South Korea, Investigating the Black Hawk and American Eagle Collision, Aircraft Safety and Fuel Starvation, Understanding Boeing 787 Avionics.]

We do this to seek to understand. If there are always lessons to be learned, it’s imperative that those lessons be learned without delay. Lack of an informed and timely response exposes the flying public to further risks.

Sadly, a few of the lessons learned in the past have not been translated into change. The fatal accident at Muan International Airport in South Korea is a case in point. Brid strikes are not new. The dangers of flocking birds have been highlighted time and time again. Whilst airports are built near large bodies of water this will continue be a risk. However, it wouldn’t be right to say this is the only cause of the accident outcome at Muan.

Truly tragic are what may be called: avoidable accidents. This is where the event is purely made up of human actions that need not have take the course they took. Processes and procedures were inadequate, and known to be inadequate, for the situation. To me, this is the case of the military helicopter that collided at low altitude with a passenger flight in Washington DC. It’s mystifying as to why past occurrences of near misses didn’t prompt a change to operations.

I’ll say this because it’s not often given credit. A testament to the good design of an aircraft, and the extensive certification work done and the rigorous training of crews, an accident in the Canadian snow did not become fatal. Upon a spectacular heavy landing in Toronto everyone escaped.

On take-off, a London bound, fully loaded Air India Boeing 787 failed to climb. The results were catastrophic in every sense. Not only were all on-board killed but there were multiple fatalities on the ground.  This tragic fatal accident remains mysterious. The published preliminary report is a source of more questions than answers. Facts so far published do not explain the sequence of events.

What connects this spate of aviation disasters? Nothing, that I can determine. Although, there is the importance of lessons learned. They are not that compilation of dusty past accident reports that sit on a shelf. They are a source of everyday learning. That is learning that needs to be put into action. Timely action. Not waiting for a final publication.

[1] https://www.bbc.co.uk/iplayer/episode/m002kw1n/why-why-planes-crash