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Introduction

My Sister, Audrey and I are 81 and 83 years old respectively and from our perspective we had absolutely fantastic Parents. However, it may have been different from their perspective regarding us as children. However, one thing am I certain of that both my Sister and I loved and still love our Parents who departed many years ago because we were extremely lucky to have loving and understanding Parents from small young children to grown mature adults. Our own Children and their Grandchildren also loved their Grandma, Margaret (Peggy) and Granddad, Joe very much.

Gateshead-On-Tyne, Co Durham

Audrey and I were born in Maxwell Street near Saltwell Park, Gateshead-Upon-Tyne during WWII. The main North/South Railway Line was at the bottom of the Street. My Dad was working at Swan Hunters Shipyard Foundry with my Granddad Hogg, building Warships and Mum was a housewife looking after us. We were constantly bombed by the Germans but Mum and Dad looked after us well using the Air Raid Shelters and we survived the War years. Thank Goodness our houses were not bombed. These years were not easy for Mum and Dad as food was Rationed using a Ration Book and Identity Card, therefore Mum had to cook for us with limited food but she made sure Audrey and I had enough to eat. During the War in Maxwell Street, Audrey and I caught Scarlet Fever a very contagious and deadly disease. Mum and Dad had to have the whole house Fumigated, to prevent it spreading and it was very stressful for them. During the War when everything was clear, Mum and Dad took us to Saltwell Park which was quite close, at the weekends.

Ludham Village, Norfolk

After the War in 1946 my Parents moved to the Countryside to a small Village in Norfolk called Ludham. My Dad was a partner in a small Non-Ferrous Foundry and Mum helped in the Ludham Manor House. We lived in the Manor House Grounds. We used to play in the garden and Dad made us a Swing which was attached to a big tree branch in the garden. Audrey and I went to the local Primary School. Mum and Dad did not have much money but we had basic clothes to wear that were always clean and I had boots to wear to go to school. As Ludham was part the Norfolk Broads there was a lot of Rivers and large lakes called the ‘Broads’. At that time there were also Yachts with Sails and Motor Cruisers which the public families hired and lived on, and operated them by themselves for perhaps a week or 2 weeks. As I got older my Dad and I went Fishing a lot at weekends using our Bicycles to go to different Rivers and Broads spending all day from 4 am to 6pm which we both enjoyed very much.

I used to go with my Dad to his Allotment near our home where we grew all types of Vegetables, Tomatoes and Marrows. Audrey and I made friends from Primary School and the Village and used to go to our friends Farm many times. staying out to late at times which Mum and Dad were not pleased about, but they were always understanding, but worried about us.

My Dad was offered the Mangers job at a much larger Foundry in Norwich City, about 20 miles from Ludham. However, the nearest Train Station to catch a Train for Norwich was at Wroxham 7 miles from Ludham. My Dad used to Bike to Wroxham very early in the morning and back late at night from Monday to Friday which made him very tired. For that reason Dad decided to move from Ludham to Norwich, the capitol City of Norfolk in 1951. However, many years later Mum and Dad would return to Ludham to live for the rest of their lives.

Norwich City, Norfolk

After moving to Norwich in 1951 we lived in a Terraced House at 73, Salisbury Road, Thorpe outside of the City, I was now attending Secondary School called Crome School. However, I did not pass my 11 plus exam to go to High School, but Mum and Dad were not angry. The next Exam was to go to the Norwich City (Technical) College and Art School when I was 13. Both Audrey and I were interested in Art. As part of the Exam I painted the ‘Vesuvius Volcano in Italy Erupting’, at home. It was quite big and Mum kept looking at it and suggesting some changes which I incorporated. In the end it looked very good. This painting together with my improved academic studies allowed me to go to the Norwich City (Technical) College and Art School. Mum and Dad were very pleased, especially Mum, who helped me with the painting. My Vesuvius Volcano painting was framed and hung in the Crome School but I never saw it again. Audrey also went to the same College.

I had to go to the Norwich City (Technical) College and Art School on St George’s Bridge Street, which was about 2 miles away from home. My Mum and Dad bought me a new Raleigh Lenton Sports Bicycle for my Birthday. Audrey was told not to say anything but she told me where it was. I was also naughty because I took the Bike and showed my Dad who worked in the Foundry at the bottom of the Road. He was very angry as it was supposed to be a surprise. However, the good parents that they were Mum and Dad were happy I was so pleased. It was a Super Bicycle at the time with 3 Speed Gear and Dynamo Lights, that cost them a lot of money.

Keighley, Yorkshire

In 1957 I had just finished Norwich City (Technical) College and Art School and Dad had another offer to Manage a larger Foundry in Keighley in West Yorkshire. Mum and Dad decided to move the family including Gran Onions to Keighley in West Yorkshire. We moved into a small House No 1, Brier Street which was very near the Ingrow Railway Station. Dad bought a second hand Riley 1.5 Litre to go to work in the centre of Keighley. My Mum also found a job in the National Switch Factory (NSF) very near to our house. My first job after leaving College was at Keighley Lifts as a trainee Lift Estimator. This was mainly a Technical Task, selecting the Components and Lift Styles for Customers and then Pricing the complete package providing and Estimate for the Customers. Mum and Dad were very pleased that I started work. In 1958 I passed my Driving Test in a little Austin A35 with a manual gearbox. So my Dad allowed me to drive the Riley.

In late 1958 we moved into a section of a big Farm House, called High Wood Head in Riddlesden. This was a very old building built in the 16th Century with 27inch thick walls made of Stone. The back garden was full of Trees and was sloped very steeply. The Farm still operated with lots of Pigs. Dad loved gardening so he and I started to clear this very steep area at the rear of the house, digging out the roots of the Trees and then ‘stepping’ the slope to enable us to plant vegetables and flowers. To get to the House from Keighley Main Road there was a steep hill called Banks Lane. However, the view was beautiful looking over all of Keighley Town.

l joined the local Riddlesden Football Team and played other local teams in the Keighley area at the weekends whatever the weather. Dad used to come a watch me play and was very proud when I was selected to play for the Keighley and District Youth Team when we used to play other Towns Youth Teams in Yorkshire, like Harrogate.

At the same time I had the chance to become a trainee Cost and Works Accountant at a large Dry Cleaning company in Stanningley, Pudsey, between Bradford and Leeds about 1.5 hours by Bus from Keighley. I remember catching the Bus from Keighley Bus station at 7 am every morning but the rest of the Double Decker Bus was filled with Pakistan Immigrant Workers going home to Bradford after a night shift at the Keighley factories. It also meant I had to go to Night School in Leeds and Keighley. I discussed this with Mum and Dad and they were worried about the amount of traveling but agreed it would be a better job therefore I accepted. However later, I decided to stay at a boarding house in Stanningley, during the week to avoid so much travel which Mum and Dad felt better about.

In 1960 Mum and Dad moved to a bigger 3 Story House in Richmond Street near the centre of Keighley and the Foundry where my Dad was Manager. During this time Dad had been back to Ludham with Mum to visit friends and was very lucky to buy a old friends car, an Armstrong Siddley Lancaster (same as image) which had been stored in Barn for many years. I remember Dad and I used to go to Appleyards in Leeds to get the car serviced. At the same time we looked at all the Rolls Royce’s, Bentley’s and Armstrong Siddley Sapphire’s. After about a year Dad changed the Lancaster for a Armstrong Siddley Sapphire (same as image) at Appleyards which was a 3.5 Litre high quality car which Dad let me drive many times as he really was not keen on driving.

In mid 1961, I met my footballing friend in Keighley and he was looking to join the Royal Air Force (RAF). Although I was doing quite well and almost finished my training as a Cost and Works Accountant, I was not looking forward to being stuck in an office crunching numbers, so the thought of joining the RAF sounded exciting. When I spoke to Mum and Dad about it they thought after all the studying I had done it was a shame not to continue. Also I would be leaving home and Mum and Dad and Gran Onions who had been looking after me, whilst Mum was working. However, once again they left the decision up to me and they would support whatever I decided to do. On the 15 November 1961, in the Bradford RAF Recruiting Office, I and my friend joined the RAF .

Not long after I joined the RAF I had very bad news, that my Dad was in Hospital after an explosion in the Foundry in Keighley, whilst men were pouring metal into a mould which exploded. My dad happened to be walking past and molten metal went into one of his eyes, the other one was protected by the Trilby hat dad was wearing. He was rushed to a Bradford Specialised Hospital but they were unable to save Dads left Eye which was removed. I was able to return from the RAF only after the operation. However, my Dad was a very strong Man both physically and mentally and recovered relatively quickly, joking he could still beat me at darts even with one Eye, which did many times.

Whilst at Little Rissington, in October 1962 the USSR were planning to put Nuclear Missiles in Cuba, a country next to the United States of America (USA). The USA’s President Kennedy decided to block the Russian merchant ships nearing Cuba with the Nuclear Missiles on board. The USSR threatened to start a Nuclear World War if this was done. That being the case all of the British forces including the RAF was put on a very high state of alert ready for the war including me. Mum and Dad were very worried about the possibility of the UK going to war with USSR. However, this war was averted when the USSR saw that the USA was not going to back down and ordered their ships to return to USSR. During this time the WRAF girl called Jan who was on the same RAF Station as me at RAF Little Rissington in Gloucestershire, became very close. In 1963 we were married. Mum and Dad were a bit surprised but once again accepted the situation and gave us 150 pounds (2880 pounds today) for a wedding present, which I used to buy my first car, a Ford Mk 1 Consul.

Early 1964 some time after his accident Dad and the family moved to Steeton a small village outside Keighley, which was a new Housing Estate. Dad also changed his car and bought a new blue Austin A60 a new style family Car. I was now in the RAF and married but we came home on leave or at weekends to see Mum and Dad. Dad and I used to go out on a Sunday before12 noon to go to different Pubs in the Area for a few beers and a game of Darts or Dominoes, whilst Mum and Gran used to cook Sunday Lunch. We used to go to Haworth a very famous place, where the ‘Bronte Sisters’ were born, to a pub called the Black Bull which was at the top of the Haworth Hill, which is still there. In September 1964 my Son Kevin was born and Mum and Dad were very happy.

Dad and Mum were working and my Gran looked after them cooking meals and looking after the house in general. I remember we had a Coal Man delivering Coal for the fire. He used to chat with Mum and Dad about him being a Professional Wrestler in the evenings and weekends, when he had the time. This is when Wrestling was more to do with faking or pre-decided moves (image) which Dad I watched quite often, not the WWW Wrestling you see today.

Dad liked his Austin A60 but the winters in Yorkshire especially in the Moors districts like Keighley and Haworth it could be very cold and snowy. After having the A60 for some time, Dad changed the A60 for a new VW Beetle 1200 identical to the image. The advantage being, that it was Air Cooled and the car Heater, hot air, was almost instant and the road holding was excellent, ideal for winter motoring. Going to the Black Bull with Dad in winter was no problem for the WW Beetle.

In early 1966 I was sent by the RAF to Singapore (RAF Seletar) and Malaysia (RAF Butterworth) to support Malaysian confrontation with Indonesia for three months. In December 1966, I was sent back to Singapore (RAF Seletar) with my family for a 3 year posting. Therefore I lost contact with my Mum and Dad except for the occasional letter. So my recollection of what happened to Mum and Dad during this period is almost non existent. However, what I do know Mum Dad and Gran left Steeton in Yorkshire and moved back to Gateshead in Co Durham, around 1967 for what reason I do not know.

Gateshead-On-Tyne, Co Durham

Mum, Dad and Gran moved back to Gateshead in Brighton Road, Bensham, around 1967. This was not far from Maxwell Street and near Saltwell Park, where we lived during WWII. They were back and able to see my Aunts and Uncles and my Cousins that were still around at that time. Also Gran was back home and near her family again.

Soon after arriving back in England from Singapore in May 1969, I received a call from my Dad in Gateshead, that my Grandma was dying and could I get back as soon as possible to see her. As my ‘Gran’ as I called her and was very close to me, having looked after me whilst my Mum was working, I tried to hire a car in Bridgenorth where we lived (RAF Bridgenorth). However, because it was June (summer time) all the cars were rented out. I told the garage who rented the cars about my Gran and the owner said I could use one of the cars he had for sale and it was one of the fastest cars at that time. It was a Ford Corsair and because of that I reached my Gran in Gateshead, 200 miles away just in time to see her before she died on the June 18th 1969. Image is my Gran Onions and two of her children Mum and Uncle Ted.

Ludham Village, Norfolk

Not long after my Gran’s passing away Mum and Dad in 1969 decided to move back to Ludham in Norfolk as his previous business Partner wanted Dad to help with the Foundry again. Dad applied for a Council House and was allocated a small semi detached Bungalow, 5, School Close, near the centre of the Village and the Primary School that Audrey and I went to, many years ago. The other part of the semi detached Bungalow No 7 belonged to a previous colleague who worked with my Dad in the Foundry many years earlier.

During the 1970’s I was married and had a Son called Kevin. We visited Ludham very frequently as I was stationed at RAF Cosford, Shropshire, England, at that time. One of our family traditions was that the guys went for a beer on a Sunday about 12 o’clock and the ladies especially my Mum would cook Sunday dinner with Yorkshire puddings for us returning at about 1.30pm. My Dad and I always went out together at the Kings Arms in Ludham or the Dog Inn near Ludham Bridge or other local pubs near Ludham. We used to play Darts or Dominoes with friends. Although my Dad only had one eye he was still a good Darts player.

I was posted to RAF Cosford in April 1969 as a RAF Technical Instructor until May 1975 therefore I was able to visit my Mum and Dad quite often. I believe during this time but I’m not sure of the dates I lived in Ludham with my family for about 12 months at a bungalow Willow Way which was only 5 minutes walk away from Mum and Dad’s house. This gave me the opportunity to be near Mum and Dad and allowed us to go to many places surrounding Ludham together. I remember I had a Lassie Collie dog called Jamie. My Mum and Dad loved Jamie.

In July 1975 I was posted RAF Wildenwrath West Germany on the Harrier (Jump Jet) Force and my family followed. As Jamie could not go Mum and Dad wanted to look after him. Once again I was outside the country for another 4 years but I did manage to go back to Ludham once or twice during that time. Mum and Dad used to take Jamie to Cold Harbour on occasions. However, sadly Jamie died before I cam back to the UK.

Whilst in RAF Germany in June 1978 with the Harrier Force I was awarded the British Empire Medal (BEM) by Her Majesty The Queen, the highest peace time honour I could be awarded. This made Mum and Dad very happy and on my return to Ludham in July 1979 we had a great celebration.

On returning to the UK in July 1979, I was posted to RAF Cottesmore, Tri-National Tornado Training Establishment ( UK, Germany and Italy) (TTTE) in charge of the new Tornado Aircraft Acceptance Team which the RAF received from British Aerospace in July 1980. This was a very busy time for me but we still visited Mum and Dad in Ludham quite often. I was very honoured to receive a certificate from the TTTE Commanders of all three countries. Also in April 1983 I was promoted to Flight Sergeant to take up a new post. Again my Mum, Dad and Audrey and I had a few beers to celebrate on both occasions in and around Ludham.

My new role in April 1983 was to be the Officer-In-Charge of the Harrier Aircraft Ground Servicing School (HGSS) at RAF Wittering. This was a very important position for me but I was still in the UK so our visits to Ludham continued on occasions.

In 1985 I was posted to RAF Laarbruch in West Germany in charge of a large team preparing the Tornado Aircraft in case of war with the Russia which was quite tense at this time. Once again I was abroad and it was difficult to make it back to Ludham to see my Mum and Dad. After a very difficult RAF Germany military exercise in 1986 in which for some reason I was selected to be tested to the maximum for 48 hours non stop with my team, I felt perhaps it was time for a change whilst I was only 45 years old. In July 1986 I resigned from the RAF although I was to be promoted to Warrant Officer and joined British Aerospace (BAe) in Warton Lancashire. This meant I could visit Ludham more often. Due to the Trade Unions objection to me being promoted to Senior Training Officer and Manager of the Information Technology Department that I created in a very quick time, the BAe Directors withdrew my promotion. I immediately quit BAe that shocked them.

In August 1988 I started my own Company, Computerised Training Systems Ltd (CTS) in Scunthorpe Lincolnshire. The company name was in fact chosen by my Dad as he asked me what we did, I replied Computerised Training, so he said just call it that. This meant I was extremely busy but I still visited Ludham on a regular basis as it was reasonably near. Little did I know the company would last for 33 years in several forms.

This period was both challenging and stressful but I decided to expand into the Far East and to that end I exhibited at Asian Aerospace 92 which was a great success as I was able to secure a contract with Singapore Airlines Engineering Company and later the Singapore Ministry of Defence. For that reason I spent quite along time traveling back and forth to Singapore. This put a huge strain on my personal life resulting in my wife and I parting. However, we both still visited my Mum and Dad in Ludham when we could.

Over the following years CTS expanded both in the UK and Singapore, I therefore decided to split the company CTS in the UK and CTS in Singapore. I therefore lived in Singapore from 1997 on a full time basis.

During the 2000’s this period was both very happy and very very sad. In 2000 I was married in Singapore to a Malaysian called Linda and in late November 2000 one month early my daughter Natalie was born. My Mum and Dad were very pleased to be Grandparents again. CTS in Singapore was doing well so we planned to go to Ludham at Christmas 2001 to let Mum and Dad see there 1 year old granddaughter. As it happened it was snowing in Ludham which was nice for Christmas. We met up with the family including my sister Audrey who lived not far from Ludham. We visited Tommy my primary school friend and his wife at their home and went to the Kings Arms pub. These are some of the images of our visit which was very enjoyable for all of us.

Natalie my daughter was 3 years old now so we decided to go to Ludham to see Mum and Dad in August 2003. My sister in law also joined us. As it happened the weather was very good. These are some of the images of our visit.

This image was taken as we were leaving 5 School Close Ludham to return to Singapore in 2003. It is very special as it is the last time I will see my Mum and Dad together.

During 2003 the Severe Acute Respiratory Syndrome (SARS) disease broke out in Singapore after we returned from Ludham to Singapore. This had a major impact on my CTS Singapore company as all government funds were directed at fighting SARS. As it happened CTS UK wanted to provide me with work initially to do in Singapore. However, a big design task need to be done in the UK in 2004. Then things turned even worse.

I returned to Ludham on the 12th December 2004 as my Mum had a Stroke and was in Hospital in Norwich. On the 23rd December at 5am my Mum passed away. I was with my Dad at 5 School Close Ludham and broke the news to him. He was of course heartbroken as they had been together more than 60 years. Also my wife’s Father passed away in Malaysia only 5 days later on the 28th December 2004, so both of us were very upset.

I decided to stay in the UK and work with my Son on the UK’s projects. I acquired a small bungalow in Messingham near Scunthorpe as my wife and daughter would join me in February 2005. For the next few months we used to visit my Dad in Ludham but during this time my Dad had a Stroke and was in Hospital for some time. After visiting my Dad in Hospital several times, I needed to returned to Singapore and Malaysia regenerating my company CTS which lasted until December 2021 when I retired aged 80. When Dad was discharged it was decided by Dad and my Sister Audrey to move from 5 School Close to a Nursing Home near to Audrey,s house in Caister On Sea. He remained there, with Audrey looking after him and taking him out until he passed away.

After this I never went back to the UK, although I talked to Dad at least once a week on the phone. We had planed to go back in May 2013 to see Dad but unfortunately he passed away on the 6th April 2013 aged 95. Throughout my life my Mum and Dad have always been upper most in my thoughts as they were the best people on this planet who supported all of our families and were loved by all of us. I still miss my Mum and Dad as they wonderful people and parents. God Bless them.

My Aircraft Engineer’s Perspective – Introduction

Recently I have noticed that many Airlines are under increasing pressure to keep Aircraft Serviceable to meet the increased Schedules post COVID 19. During the COVID 19 time many Experienced Aircraft Engineers were laid off or made redundant. In addition Training of new young Technicians and Engineers was stopped due to the COVID 19 classroom rules. Companies producing spare parts Mechanical and Avionic were also affected by COVID 19. Production targets for delivery of new Aircraft with improved Technology were also affected by COVID 19. Manufacturing Faults of brand new Aircraft which caused major Fatalities, delayed deliveries further. Let me be clear COVID 19 has had a significant impact on the Airlines but that cannot be blamed for all the Airlines woes especially regarding the Aircraft Serviceability problems. As a Senior Aircraft Technician and Engineer in the UK Royal Air Force for 25 years and a Designer and Developer of Aircraft and other Training Software, as Managing Director of my companies for 35 years, world wide.

I have included additional personal opinions that I believe need to be considered seriously for the future of Aircraft Servicing Training and Resulting Aircraft Technicians and Engineers.

Airline Servicing Situations to be Considered

Listed below are factors that I am expressing some opinions on:

• Aviation Authorities
• New Aircraft Technologies
• Aircraft Technician and Engineers Selection Criteria
• Training Media Content and Quality
• Quality of Trainers and Instructional Techniques
• Consolidation and Practical Training Considerations
• Examination Applicability

Aviation Authorities

There are four important world Aviation Authority Organisations which I need to identify that set the Standards for Aviation including Training from Aircraft Fundamentals; leading to a Licence to Aircraft Type; leading to Certification:

The International Civil Aviation Organization (ICAO) is a United Nations agency which helps 193 countries to cooperate together and share their skies to their mutual benefit. It was established in 1944, at the Chicago, USA Convention.

The Federal Aviation Administration (FAA) was created in 1967 which is responsible for all things Aviation including the standards for Technician and Engineering Licences in the USA and is used by other countries that adopted the FAA Standards.

Civil Aviation Authority (United Kingdom) (CAA) was established in 1972, which again is responsible for the standards for Technician and Engineering Licences in the UK. However, until the establishment of the EASA many other CAA’s in the world adopted the UK CAA standards including Singapore and Malaysia.

European Union Aviation Safety Agency (EASA) was formerly established in 2002, although the concept originated in the early to mid 1990’s, which again is responsible for the standards for Technician and Engineering Licences in the European Union (EU). Many other countries including Singapore and Malaysia have adopted the EASA standards.

However, each Country in the world has its own CAA that is Responsible in Law to its Government. In the case of Malaysia it is the Civil Aviation Authority of Malaysia (CAAM) which has adopted the EASA Training Standards.

New Aircraft Technologies

One of the latest New Aircraft is the Airbus A350 which reflects the latest Technology utilised by the Mechanical and Avionic Systems which are in most cases totally Integrated with one another. This is due to Computerisation of almost all Mechanical Systems, including Engines, Airframe, Flight Control Components and Landing Gear. The Avionics and Electrical Systems are also almost totally Integrated, including Aircraft Power Generation, Flight Management and Navigation Systems, Cockpit Display and Control Systems, Automatic Flight Systems, Communication Systems and Cabin Systems . Almost all of these Systems Mechanical and Avionic are controlled by Integrated Aircraft Software Network Systems such as the (Avionics Full DupleX switched (AFDX) network) to allow the different Systems to communicate with each other. This is known as Integrated Modular Avionics (IMA).

This means there are two elements to Servicing and Aircraft, Physically Replacing System Components which we call Line Replacement Units (LRU’s) and then undertaking the Software Integration Testing using the On-Board Maintenance System (OBMS) and Mechanical Testing when applicable to confirm Serviceability.

Over the past 30 years Aircraft and Aircraft Systems have changed dramatically, especially, the Electrical and Avionic (Aviation Electronics) Systems which now dominate Aircraft Operations. Almost every System; Power Generation, Engines, Flight Controls, Instrumentation and Displays, Communications, Cabin Systems are all Computerised and Interconnected. In the past when Aircraft Systems were not Integrated, Aircraft Engineers had specific Roles and Servicing Responsibilities such as, Airframe, Engines, Electrical, Instruments etc. Today due to Systems Integration the Aircraft Engineers have to work together as a Team when Servicing the Aircraft. As an Avionics Engineer for many years it has been essential to support all Engineers whatever their Specialisation to achieve positive results. In time to come I see that all Aircraft Specialisations will be combined to create an ‘Overall Aircraft Engineer’. This happened when the ‘Avionics Engineers’ incorporated, Electrical, Radio Communications, Instrumentation, Radar and Automatic Flight Specialisations all together. Note: In the RAF, I was an ‘Overall Aircraft Engineer’ for the Tornado and Harrier Aircraft.

Aircraft Technician and Engineers Selection Criteria

The Selection of people to fulfill the Requirements of being an Aircraft Technician or Engineer, I believe, is the most Difficult and yet the most Important aspect of Professional Aircraft Servicing especially the Airlines. However, this Selection Process is entirely up to the Countries CAA and its associated approved EASA Part 145 and Part 147 Aircraft Technician and Engineer Aircraft Licence Training Schools. This is where young people learn Basic Fundamentals in accordance with EASA Part 66 Regulations to acquire their Aircraft Technician and Engineer Aircraft Licence over a period of 3 to 5 years.

As I have highlighted, the Airline Aircraft of Today and the Future are extremely Complex and require the Highest Quality of Aircraft Engineers in particular to ensure these Integrated Aircraft Systems are Fully Operational at all times. Gone are the days when we can isolate an Aircraft Fault but still Certify the Aircraft for Flight.

If there are several approved Schools within the Country, there is going to be differences in the Selection Process not involving the Academic Selection but more importantly the ‘Aptitude and Suitability’ elements. In addition, in some Countries the preferred ‘Race, Religion or Colour’ is necessary to meet the Countries Social Objectives. However, this leads to Inferior Selection Standards, which may involve ‘Academic, Aptitude and Suitability to be a Professional Aircraft Technician or Engineer. This then affects, in a period of time, the Quality of Professional Aircraft Technician or Engineers resulting in the Airlines Serviceability Pressures and Cultural Nature of the Airline. Please note: That all different Races, Religions and Colour people can make excellent Professional Aircraft Technician or Engineers if they meet the Criteria.

Training Content and Quality

As an ex Royal Air Force (RAF) ‘A’ Class Trainer, Manager Of Training and the Officer In Charge of the RAF Harrier Ground Servicing School, in addition to being a Training Officer at British Aerospace, I am fully aware of the Importance of Training Content Design, and the Quality of the Trainers and Instructional Techniques.

In 2013, I became a Training Consultant for an Authorised Part 145 and Part 147 School in Malaysia, to Review their EASA Part 66 Training, especially for the Electrical and Avionic Modules, including Content and Quality, in an effort to produce better Technician and Engineering Student outcomes.

After an Extensive Review and Analysis of the Electrical and Avionic Training for 6 months, I produced a Report which in essence stated that the Training of the EASA Part 66 Avionic Modules shown below needed to be Upgraded to incorporate all of the New Technologies used in the Modern Integrated Mechanical and Avionic Systems and Improving the Quality of all Training Media.

One of the most important parts of Aircraft Training Media is that the Training Notes and the Presentation Slides must have the same Content (Synchronised) or the Student cannot follow the lesson. In addition, the Images and Graphics must be of High Quality and Relevant to the Subject Matter. This was not the case in all of the Modules identified.

For this reason, I Re-Designed and Produced a New Synchronised Training Environment based upon Modern Aircraft Technology which would include Training Notes, Power Point Presentations, Instructors Guides, a form of Consolidation and Updated the Question Bank for the whole of the Electrical and Avionic Modules contained in the EASA Part 66 Regulations 1149/2011 dated 21 October 2011. As part of this Major Upgrade I created hundreds of new Images and Diagrams to enhance the Training. This was a major task which took me 6 years to complete.

The Training Media in the different Aircraft Training Schools within a Country and throughout the world varies significantly which makes almost impossible to Standardise. I was invited to give a Presentation to many world Airlines at a meeting at Swiss Air headquarters in Basal Switzerland in the 1990’s to Propose that the upcoming EASA Training Syllabus should be a Computer Based Training (CBT), Standardised Training Package for EASA associated Airlines. However, this was rejected on Development Time, Different Views of Training Content and Resource, and CBT was in its infancy within my Company. The other concern is that Examination Questions should reflect what is in the Training Schools Training Media whilst complying with the EASA Requirements which was done in my Upgrade Process. If it were possible to Standardise Training Content and Examinations within the CAA of the Country this would, I believe, provide the ability to monitor performance of the Aircraft Training Schools and the Student Outcomes.

Quality of Trainers and Instructional Techniques

There is an old saying, “If you Cant Do then you Teach”. As a “Do’er and Trainer”, I find this totally ridiculous and insulting to some. “Training others is a Profession” and it takes special skills to Train others effectively. There are many Engineers that are very good at repairing Aircraft Faults but have no idea how to Train others. Like the Selection of Professional Aircraft Technician or Engineers this also applies to the Profession of Trainers. It is important that Trainers must be knowledgeable especially with the New Technology to enable them so explain clearly to the Students. It is also important that Trainers are made aware of Instructional Techniques that will help them convey the Training Content effectively.

I have seen many Trainers that do not have the Aptitude, Skills or the Subject Matter knowledge to be effective Trainers and in some cases have a very Negative impact on the Students attending their Training Lesson. The Selection of the correct type of Trainers is very important for the overall performance of the Aircraft Training Schools and Student Outcomes.

Consolidation and Practical Training Considerations

Consolidation is the Reinforcement of Theory learnt in the Classroom. This can be done through targeted Questions and Answers and by Physical Means using Equipment and Components. Another possibility is to use Simulation. I designed a portable Desk Top Simulation System that utilised commercial Simulation Software and an Interactive Real Time, Boeing B777 Simulator Software, to provide a Dynamic Consolidation for the Students to view on a Big Screen Projection. Typically it was used to show the Dynamics of the Integrated Display System (IDS) System and Flight information in the Cockpit from Start Up, Take Off, In-Flight and Landing. In the case of Part 66 there is a Formalised Practical Part of Training which includes workshop Practices and On Aircraft experiences.

Consolidation and Practical Training is vital for in depth learning especially for Fundamentals Training such as EASA Part 66. There is a general Misunderstanding of Fundamentals Training of EASA Part 66 Modules which uses Aircraft Systems to reinforce Fundamental Principles and Activities. I was asked “Why are we using Aircraft Systems? We are not doing Aircraft Type Training.” Using the Aircraft Systems, we first of all relate Theory to a Real System which also acts as Consolidation. For example when we discuss the Generation and Display of Airspeed and Altitude we can relate this to the Pilots Flight Display (PFD) and Standby Instruments on the B777 Dynamic Simulation. This is a Visual Experience which is where 80% of Learning is achieved. It also allows the Students to recognise the modern Display Systems Technology. The Aircraft systems that I used were, Boeing B747-400, Boeing B777-300, Boeing B787, Boeing B737-800, Airbus A320, Airbus A380 and Airbus A350 each of them with there own Specialised Technology, which was included in the Upgrade of the EASA Part 66 Training Media and Training.

Examination Applicability

During my Reviews I found many Inconsistencies with the Examinations that were undertaken after the individual Modules were completed and the Final Examinations. The first problem was the incorrect allocation of the number of Questions related to the Module Content Size and Training Time. The second problem was that some of the Questions were not related to the Training Media information this was before the Upgrade. During the Training Media Upgrade the Question Bank was also Upgraded as part of the Sychronisation Process. The Construction of Questions is also important to ensure that they are Fair and Reasonable and Designed to make Students think logically.

The first and most important part of Examinations is to assess what Students have learnt during a period of Training. Therefore Questions must be related to the Training Media and Training given to the students. It is also important that Questions are constructed by an Experienced and Senior Trainer or Trained Examiner to ensure accuracy and applicability of Questions and Answers.

Summary

This article is a reflection of my own thoughts and activities which may be of interest to others. EASA Part 66 Training is just the start of a young Aircraft Technicians or Engineers hopes and dreams, but is probably the Most Important to provide a Sound Basis for future Aircraft Type Training and an Aircraft Servicing Career which may last for many Years. At the age of 83, I still have Aircraft and Aircraft Servicing and Training in my blood ever since I joined the Royal Air Force (RAF) in the England on the 15th November 1961, at the age of 20.

Retaining my Mental Agility

At the age of 83 and the significant time I spend at home, I have decided to re-open my website, to enable me to write more articles that maybe of interest to others but allows me to keep my creative brain active and provide me once again with a hobby. To access: astra283.wordpress.com

My Last Post:

This will be my last post on my web site which expires on the 24th November 2023. I have decided not to renew it as the amount of visitors is almost zero and I feel I’m just talking to myself like and ego trip which I do not like.

Humanity:

Humanity is the human race, which includes everyone on Earth. Humanity reflects the qualities that make us Human, such as the ability to love and have compassion and be creative. However, whilst these observations have been generally true in my 80 years plus on this Earth that is not where we are heading today. There has been a real change in recent times where the Earths Humanity is becoming confrontational and barbaric in nature in all walks of life and all races and religions although we say we are civilised.

History of Humanity:

Perhaps today where we say we are civilised we are no different to our Humanity ancestors who have always been barbaric and confrontational for many different reasons dating back many thousands of years ago since the Human race expanded on the earth. Is it part of Humanities natural instincts to be confrontational resulting in barbaric actions by killing each other rather than solving problems peacefully.

Civilised or Uncivilised:

We tend to think that Civilised means that a Society or Country has a well developed system of government, culture and way of life that treats the people who live there fairly and has respect for each others way of life within the rule of law. In the past and recently in Europe ‘Conventional Wars’ have occurred between Countries using Conventional Armies, which have produced significant Barbarism and Cruelty of their own.

However, Conventional War is being replaced by Terrorism, which has brought a new level of Sickening Barbarism of Humanity of all ages including Babies and Old People using ‘Beheading’, ‘Torture’, ‘Body Dismemberment’ and ‘Burning People Alive’; This is Humanity creating Inhumanity on depraved scale as we have seen in recent weeks, months and years, taking Humanity back thousands of years. We have also seen the Response on the Perpetrators of this Sickening Barbarism by significant Bombing of Helpless Civilian Populations causing massive loss of life which is also considered Barbaric. Although I was in the Royal Air Force part of the UK military for 25 years from 1961, I never thought in my lifetime I would see Inhuman Sickening Barbarism carried out by ‘So Called Humans’ in the ‘Civilised World’.

Effects of Information Technology:

However, there is another dimension to these confrontations and actions due to the ever expanding Information Technology that is generating an ever increasing rise in ‘Hate’, ‘Confrontation’ and ‘Mob Demonstrations and Rule’ throughout the world.

There is a famous saying “Ignorance is Bliss”. What that means is that in the past information about the world and its individual people was more localised through the use of newspapers and radio. Likewise the reaction was mainly local and communication of happenings by verbal means “Word of Mouth”. International happenings were seen as “None of my Business as it does not concern me”.

However, today it is very different with the use of the Computer, Internet, Mobile Devices and Television all containing personal, local and world information at the touch of a button. Humanity is totally interconnected for almost everything we do today. Therefore in most cases there is no “Ignorance is Bliss” anymore which in its self is causing Humanity to react to almost any information displayed on these Devices, whether True or Untrue.

I was one of the first individuals in the world to create Multimedia computer systems and software in the company I created (CTS) in1988, 35 years ago for the Defence and Airline industries training organisations until 2021. It is staggering that the rate of progress in Information Technology (IT) systems and software in this short period of time. The first Internet Browser appeared in 1993 which was the real start of ‘world multi-user network’ as we see it today. The other major event in 2007 was the first generation ‘i-phone’ mobile smart device followed by many other mobile smart devices that has made communication of Humanity universal through its world wide communications land and satellite networks.

Humanity Reaction to Information Technology:

The Information Technology itself is a fantastic technical complex network which allows information of all types to be shared with Humanity. However, its not the Technology that is causing major problems for Humanity; but the Information and Content and Way in which this Technology is being Used and Reacted to by Humanity.

Previously information from newspapers, radio and television was carefully edited to meet the editorial standards of most of the world, which provided some protection against incorrect news content and images that could be viewed or broadcast.

However, with the internet and mobile device networks systems and software today there is very little editorial standardisation which allows anyone to write, say or visualise anything they want. This is creating a world of information where no one appears to be accountable for what they do. For example this article written by me is not subject to any scrutiny. However having said that it’s becoming more apparent that countries are trying to monitor communications for serious security reasons.

A prime example is the use of the internet by the famous ex 2016 President of the USA, who is on public record of saying what he likes when he likes about situations and people whether its true or not (Fake News) without consequences to date. This also applies to millions of other people just like us.

The other disturbing aspect of mobile device technology is that is being used to whip up ‘Hate’ activities organising demonstrations that increase the possibility of violence. It it is also being used by organisations that are engaged in confrontations. This is very evident today especially in the current confrontation situations.

The Declining Respect for the Rule of Law

It is very noticeable especially in the Democracies across the world which are built on the ‘Rule Of Law’ that are coming under an increasing danger of collapsing due the ‘Declining Respect for the Rule of Law’.

This applies right from the Top Executive Administrators downwards to the General Public in many democracies. This is of particular concern in the USA which is the leader of many democracies where some Law Makers are challenging the ‘Rule of Law’ that includes the Justice Departments Law Enforcement such as the FBI and CIA the guardians of USA democracy. This was very evident in the January 6th Attack on the USA Capital and its supporters who still do not accept that the Election of the current USA President was legitimate.

I also notice In Europe including my own country the United Kingdom that this ‘Declining Respect for the Rule of Law’ is being replicated and expanded due to the increasing number people who have their own religions and ways of life which is different to that of normal way of ‘British way of Life’. This is causing real disagreements between the UK peoples that is on the increase due to the easy access to the Information Technology as we have discussed. I may say this applies to many other countries all over the world which again points to the ‘Failing of Humanity’

As the famous USA Reporter Michael Smerconish says “What has Happened to Times that United Us”.

I sincerely hope for the ‘Generations to Come’ that Humanity recognises these very dangerous times and tries to get back to Normal Humanity Life to avoid Humanities Extinction.

Signing Off Astra 283.com

For those that did read my articles ‘Thank You Very Much’. I guess from my this my last Article I’m becoming very cynical which is not a good thing but I do worry so much about my families and descendants life in the future based upon what I see today. Lets hope Humanity changes for the better.

Thank you and Goodbye.

Bryan Hogg BEM

Introduction.

Over the past 10 years I have seen dramatic changes in the United State of America (USA) which has weakened the USA and its Allies in their world standing and the USA internally creating a very dangerous situation in terms of our democracy and world security.

Post World War II.

After World War II the USA became the highly dominant power in the world, militarily, in stature upholding democracy and financially. Its political system and leadership provided the stability the world required and looked up to. This in general lasted until 2000’s when the decay started gradually due to the wars in the middle east, Iraq, Syria and Afghanistan resulting in the USA political upheaval. It also had an effect on the activities of Russia and China who saw the decay for themselves motivating them to become more dominant, especially China. However, I believe the decay accelerated when Donald J Trump entered the political arena in 2015 running for President of the USA.

Autocracy Versus Democracy.

Autocracy is defined as (A state or society governed by one person with absolute power). Since the mid 1900’s Dictatorship (one person with absolute power) has been increasing all over the world which has diminished Democracy (A system of government by the whole population or all the eligible members of a state, typically through elected representatives).

In 2022 there were 52 Countries ruled by Dictators and there is no sign of this decreasing in fact there is an increase in military coups especially in Africa which are anti democracy.

USA’s peaceful Civil War.

Rivalry between USA Republicans and Democrats for control of the United States House of Representatives (House) ,United States Senate (Senate) and Presidency has always been evident in the USA with the interaction of these two parties being a long accepted civilised personal debate respecting each others points of view and accepting the outcomes of the respective voting systems.

However, since Trump stepped into the political arena and becoming USA President in 2016 all that has changed creating the accelerated decay of the USA institutions and norms.

USA’s Growing Cult Civil War.

Ever since Trump started his bid to become President he has, like all con men attracted a Trump mania base in the Republican party who like his bombastic, low class, no shame, type of character, who has no real regard for the USA institutions or the political norms of the past. Whilst in office as President he was embolden to a point where he called all the shots acting like a Dictator and causing much disruption to the USA which an increasing number of Republican extremist in the public and law makers within the House liked. It was naturally assumed by Trump and this group now becoming a Cult (a system of devotion directed towards a particular figure) in this case, Trump would win a second term as President in 2020 against Joe Biden a previous Vice-President and long term Senator. Trump also told his base that the election would be a fraud if he lost.

USA’s Shameful Insurrection.

In November2019 after a huge turnout of the electorate Joe Biden beat Trump but he would not concede defeat and told his base (followers) and the Republican party that the election was a fraud and it was stolen and he had won not Biden. Almost all Trumps lawyers lost many court cases for fraud as there was ‘No Fraud’. After many attempts to get the Election nullified his Vice President (VP) Mike Pence announced in the House that Biden won having that most Electoral College votes he was to be the new President in 2020. Trump would still not concede and by his rhetoric incited the Insurrection on the Capital Building by his base before the during VP’s reading all of the Electoral College votes and announcement of the winner. This was a very shameful day for the USA resulting in deaths and injuries to law enforcement officers all because Trump wanted to stay as President just like a Dictator and could not accept he lost due to the USA people’ decision (Democracy).

USA’s Dangerous Trend to Autocracy and Decay.

Over the past 2 years Prosecutors of the USA Department of Justice (DOJ) have indicted (charged) Trump 4 times related to his activities against the USA democracy including some of his senior co conspirators. These are very serious Federal and State charges. A normal reaction of people would be to distance yourself from Trump. Not in the USA, the trend is for more people to follow Trump who is running to be President again in 2024 as they still believe his lies that he won the 2020 election. They are acting like a Cult (a system of devotion directed towards a particular figure) in this case Trump, not realising that he will do his best to become a Dictator and create an Autocracy by eliminating the USA institutions power and disregarding the USA constitution which will harm all of the people of the USA.

USA’s Increasing Political, Financial and Military Adversaries.

The effect of this turmoil within the USA is that other countries are looking to reduce the influence and status of the USA and their Allies by forming their own new alliances to challenge the USA Politically, Financially and Militarily changing the world order.

Politically:

The world is politically divided into two main blocs:

The BRICS (Brazil, Russia, India, China, and South Africa) bloc met for its annual leader’s summit in Johannesburg, South Africa on August 22–24, 2023. The highlight of the fifteenth summit was the agreement to admit six new member countries: Argentina, Egypt, Ethiopia, Iran, Saudi Arabia, United Arab Emirates, who will officially join the bloc in January 2024.

The main counter bloc the WESTERN ALLIANCES includes the USA, Europe Union (27 Countries), United Kingdom, Turkey, Canada, Australia , Japan, South Korea and New Zealand.

It is believed that the direction that the USA is moving in and its rapid decay in its governance especially in the House and the possibility of Trump winning the next election is making other countries align with China in particular which they see as a more stable and powerful partner.

Financially:

For many years the USA currency (US Dollar) has been the main trading currency throughout the world, especially oil, gas and other essential commodities. It has dominated the currency exchange markets which also effects the stock markets. However the BRICS bloc are looking to change the dominance of the US Dollar by trading in their own currencies or moving to the Chinese Yuan. Once again this due to the USA decay.

Militarily:

The main world Military power has been the North Atlantic Treaty Organisation (NATO) headed by the USA. This includes 32 countries with the recent entry of Sweden. In addition NATO has other alliances with Japan, South Korea, Philippines, Also the Quadrilateral Security Dialogue (QUAD) (USA, Australia, Japan and India). The India inclusion is a contraindication when considering BRICS.

The opposition including China, Russia, Belarus, South Africa and very recently North Korea have agreements to cooperate together if conflict breaks out world wide.

We have seen part cooperation due to Russia invading Ukraine, however NATO and its allies are supporting Ukraine with weapons and other types of Aid. Taiwan is another flashpoint where China insists Taiwan is part of China but the USA, Japan and South Korea dispute that and are supporting Taiwan with weapons for their self protection. This is also is part of the ‘South China Sea’ dispute where China claims nearly all of it. This is also opposed by the USA and all of the countries with claims to their part of the ‘South China Sea’.

Due to this situation and other desires of China world domination they have increased their Land, Air and Sea military significantly, to a point where they have the largest Navy in the world surpassing the USA again due to USA’s decay.

USA Domestic Decay

Another part of the USA Decay is the population divisions, Republican and Democrats, African and Latino Americans and White Americans some of which are White Supremacists embolden by Trumps rhetoric again. In addition the Abortion and Gun Law and Mass Shootings issues and the Republican controlled Supreme Court created by Trump. Finally, the many people who are following Trumps assertion that the DOJ and other USA Institutions are being Politically Weaponised against Trump and the Republican party is increasing. It should be remembered Trump was twice recommend by the House for Impeachment during his Presidency but failed by the Senate controlled by the Republicans.

2024 USA Decision More Autocracy or Democracy

The Presidential, Senate and House Elections outcomes will be crucial for the USA and its Allies. They will determine whether the USA will vote for Autocracy or Democracy which will also determine if the USA continues to Decay or returns to a more civilised responsible country that the world depends upon for welfare and security. If the vote is for Autocracy with Trump at the helm our Adversaries especially China and Russia will be celebrating. God Help the USA and their Allies.

Disclaimer:

These are my own thoughts from an independent viewer and are not in any way designed to interfere with the will of the USA people who’s decision is theirs and theirs alone.

Thank you for your time reading this post.

History Summary

Railway Nationalisation:

Two major UK Government Policies after World War II changed the existing Railway System in the UK. In 1947 the four main railway companies, the London, Midland and Scottish Railway (LMS), Great Western Railway (GWR), London and North Eastern Railway (LNER) and the Southern Railway (SR) were Nationalised to become British Rail also known as British Railways. These operated using the Standard -Gauge (4 feet 8.5 inches wide) ‘Tracks’ also known as ‘Railway Lines’.

Beeching Reports and Cuts:

Since the WWII the railways were operated almost entirely by Steam Locomotives and there were a considerable amount of Railway Lines especially in the countryside known as Branch Lines, where the amount of passengers was small and the costs of running these lines were not sustainable. In 1961 Dr Richard Beeching was tasked with investigating the whole of British Rail and providing Reports to the Government. These Reports resulted in several decisions including the cutting of around 6000 lines mainly in the Branch Lines, creating the Main Lines shown in the image above. Replacing Steam Locomotives with Diesel Ones as quickly as possible. However, in the 1960’s both Steam and Diesel pulled the same type of Passenger Carriages and Goods Wagons as shown below.

It should be remembered the Steam Locomotive was a very dirty environment to work in and created a lot of CO’2 burning coal. That was also taken into account when cutting the Railway Network in the 1960’s.

Present Day Railways:

Since that time there have been enormous changes to the UK Railway Systems including transition from Steam to Diesel Locomotives and Trains to Electrification of Trains which are combined units of the Locomotive and Carriages running on the new Electrification of the Track System on the Main Lines.

The Love of Steam Locomotives

Why do so many people love Steam Locomotives so much especially those of us that were brought up with Steam Trains? First of all the Steam Locomotive is a marvel of Mechanical Engineering that creates this aura of Power, Size and Precision especially the larger ones like the Flying Scotsman originally built in 1923 and the Sir Nigel Gresley originally built in 1937. The latter was named after its designer of this and many more locomotives Sir Nigel Gresley designed. Both are still operating today. The ‘Mallard’ the same design as the ‘Sir Nigel Gresley’ holds the worlds speed record for the fastest Steam Locomotive pulling a Passenger Train of 126mph on the LNER line on the 3rd July 1938.

The Creation of the Heritage Railways

Heritage Railways in the UK are the result of the love affair we have with Steam Locomotives and Trains. Many of these operate all year round especially at Christmas and other holiday times. Many of the Standard -Gauge Heritage Railways are Branch Lines that were closed in the 1960’s by the Beeching Cuts. It is important to remember that Heritage Railways use many of these Branch Lines which are Restored and Maintained, Tracks, Points, Signals, Signal Boxes and Railway Stations to the high standards required by the UK Authorities. Most of the Heritage Railways are members of the ‘Heritage Railway Association’ (HRA) which estimates that 13 million visitors per year go to the Railways, Tramways, Cliff Railways and Railway Museums.

Typical Heritage Railway Branch Lines

There are many Heritage Railways in the UK due to the demand by the public (Millions per year) which is increasing attracting may young people to enjoy the experience of being transported in the Trains of the Past. The following is an example of the Heritage Railways operating today.

The Keighley & Worth Valley Railway:

As I used to Live in the town of Keighley in West Yorkshire many years ago I am familiar with ‘The Keighley & Worth Valley Railway’ which is a 5-mile-long Heritage Railway Line in the Worth Valley, West Yorkshire, England, which runs from Keighley to Oxenhope. This Branch Line was purchased by a Group in 1962 and became operational in 1968. It connects to the National Rail network at Keighley Railway Station. This Line and its Stations which are still in use today were built in 1864 when the Line was opened. This Railway is typical of many in the UK that have all types of Steam Locomotives and Trains for people to enjoy.

The Severn Valley Railway:

As I also used to Live in the town of Bridgenorth in Shropshire, Worcestershire many years ago I am familiar with ‘The Severn Valley Railway’ which is a 16-mile-long Heritage Railway Line from Bridgnorth to Kidderminster . This Branch Line was purchased in stages started by a Group in 1962 and became operational in 1970. It connects to the National Rail Network and other Heritage Lines network from Bridgenorth and Kidderminster Railway Station. This Line and its Stations which are still in use today were built in 1862 when the Line was opened. This Railway is typical of many in the UK that have all types of Steam Locomotives and Trains for people to enjoy.

Heritage Trains using Network Rail Main Line Tracks

Steam Locomotives were withdrawn from British Railways services in 1968. However due to sustained public interest and the Locomotive Preservation movement Steam Locomotive Trains are still running on the Network Rail Tracks in addition to the Heritage Rail Tracks. This is coordinated by the Steam Locomotive Operators Association. The typical manner in which Mainline Steam Trains are operated is for a promoter or customer to contract a charter Train Operating Company (TOC) to run it on their behalf. The TOCs are the legal entities which are licensed to operate Trains; They are responsible for providing the three-man professional Train Crew consisting of the Locomotive Driver, Fireman and a Traction Inspector and negotiating access to the Network from Network Rail. One type of Locomotive used on the Main Lines is the ‘Tornado’ 60163 manufactured in 2008 from the existing designs from the 1920’s. Others are in progress of manufacture so great is the demand for these types of Steam Locomotives and Trains.

The Steam Age Attraction

Finally, today many thousands of people visit the Heritage Railways, Young and Old as the Steam Locomotive and the older type Carriages in particular seems to attract so many of us not just the nostalgia but the way in which the Steam Locomotives and Trains make strange noises letting off Steam and creating a lot of Smoke that produces that special smell which affects your taste. Also being able to touch this magical Big Machine called the ‘Steam Locomotive’.

This is the story of my Royal Air Force (RAF) experiences at RAF Seletar Singapore and RAF Butterworth also known as Royal Australian Air Force (RAAF) Butterworth in Malaysia when I was 25 to 28 years old, 54 years ago.

Malaysia/Indonesia Confrontation

Prior to 1963, the island of Borneo was divided into four separate states: Kalimantan, an Indonesian province, which was located in the south of the island and the kingdom of Brunei and two British colonies: Sarawak and British North Borneo (which was later renamed Sabah) located in the north. As part of its withdrawal from its Southeast Asian colonies, the UK moved to combine its colonies of Borneo with those on peninsular Malaya, to form Malaysia in September  16^th 1963.

However, the Indonesians were unhappy with the intended creation of Malaysia which resulted in an undeclared war (confrontation) with the Indonesians in Borneo from January 20^th 1963 which would go on until  the 11^th August 1966.

British Commonwealth Response

Malaysia was still a commonwealth country therefore the British, Australian and New Zealand forces who were supporting the fledgling Malaysia became involved which included the RAF in Singapore, Seletar, Tengah and Changi and RAF Butterworth and Royal Australian Air Force (RAAF) station in Malaysia.

In support of the confrontation in it was decided to trial the Jet Provost T4 as a jungle  Forward Air Control aircraft.  In February 1966 as an Instrument fitter, having worked on Jet Provosts, I amongst others was selected to go on a special trial mission to re-construct 4 Jet Provost aircraft which were sent to Singapore RAF Seletar together with specialised ground equipment (in boxes). This was just like putting a kit car together but more complex. My responsibility was to ensure all of the Cockpit Instrumentation and Systems were installed and fully tested correctly. I also remember a dark blue Royal Navy Buccaneer was parked outside the hangar which was quite unusual.

The aircraft were test flown from RAF Seletar after re-construction which took about 6 weeks. They then were flown to the Royal Australian Air Force (RAAF) base in RAF Butterworth in Malaysia.

On completion of the construction I was on the last small team to leave Singapore for RAF Butterworth in northern Malaysia. We had to travel by train which was a 24 hr journey. The train had a steam engine and the carriages had no windows and wooden seats and beds. It stopped at every little village (Kampong) on the way up.

RAF Butterworth

We arrived at Butterworth railway station in the morning and we were met by one of our young RAF Flight Lieutenant Pilots who organized transport from the railway station to RAF Butterworth.

Sadly that afternoon he was flying one of the Jet Provost aircraft over the jungle and his aircraft hit a very tall dead tree and crashed, killing him. What was more distressing I and two others were told we were going into the jungle by lorry with some British Army men to get his body and some vital equipment from the crashed aircraft. This was a very dangerous and gruesome task as the including large jungle ants combined with many snakes and other animals in this dense and uninhabited part of the jungle.

We stayed in the jungle overnight lighting fires to keep animals such as Tigers away from our lorry where we slept as it was too dangerous to sleep in tents on the jungle floor. It also rained heavy that night so it made it very difficult for the lorry to leave and return to RAF Butterworth. However, eventually we made it back but an unforgettable and harrowing experience.

On a lighter note we all enjoyed our work and play especially playing football and darts against the Royal Australian Air Force men. We had a good football team considering we only had a small number of men to pick from.

In the 3 months at RAF Butterworth we visited Penang Island many times on social visits, however there was one night I and some of my friends missed the last midnight Ferry that used to go between Penang and Butterworth. We had to go in a Sampan, a small boat all the way across the straits and we very sick on reaching Butterworth.

Mission Completed – Return to the UK

After completing the trials mission in April 1966 we were flown back to RAF Seletar by Beverley of 34 Sqd. and after a few days back to the UK and my station RAF CFS Little Rissington via Gan and Island part of the the Maldives in the Indian Ocean Maldives on a new medivac VC10 Aircraft. An epic adventure but only the start of my association with RAF Seletar.

Return to RAF Seletar

After my service at RAF Little Rissington Central Flying School as a Junior Technician (J/T), I was advise I would be going to RAF Seletar 390 Maintenance Unit (390MU) Singapore with my family, my wife and 2 year old son in December 1966 for a number of years. The Malaysian/Indonesian confrontation ended in August 1966.

Journey from RAF Brize Norton to RAF Seletar

The journey to Singapore with my family was on board an RAF passenger Airliner the Britannia but it had to stop every 6 hours to re-fuel. Our first stop was Cyprus, then Kuwait, then Columbo in Ceylon (now known as Sri Lanka). Whilst taking off from Columbo for Singapore the aircraft hit a flock of large birds and it caused one of the engines to stop and fuel was leaking from the engine. I count myself extremely lucky to be alive due to the skill of the pilot and the fact the fuel did not explode which it could have done on the hot engine.

However, after landing it was decided that the spare parts would take several days to arrive so we all sent to high quality hotels around the coast of Ceylon not far from Columbo. It was like a free holiday which was welcome after the experience we encountered.

Arrival at RAF Seletar

After landing at RAF Changi in Singapore we were bussed to RAF Seletar for processing but it was very hot and humid which I had experience before but my wife with a young child found it difficult to get used to.

Jalan Kayu Village (Kampong)

The main entrance to RAF Seletar was near the local village called Jalan Kayu, which looked very old and the shops were no more than wooden buildings that had a strange array of goods and food, some of which did not smell nice at all. However, the people were extremely friendly and especially the owners of the grocery shops who were trying to rent their houses.

It was the custom in those days that the shop you rented the house from insisted that you do your family shopping at that shop and you had to agree to a minimum amount or they would not rent the house to you. I was very lucky to rent a house in Seletar Hills not far from RAF Seletar which meant I could use my bike to go to work.

At the top of Jalan Kayu near the main gate of RAF Seletar was a High Fidelity Sound System (Hi-Fi) shop run by a Chinese, I think was called Seng. Hi-fi was really in fashion at that time and many of my friends and myself used to spend time and money at this shop as the exchange rate at that time was 8.5 Sing Dollars to one British Pound. Another fashion was buying teak carved furniture made to your own design which was also available in Jalan Kayu.

390 Maintenance Unit (390MU)

I was assigned to 390 Maintenance Unit (390 MU) which was responsible for servicing Electronic Test Equipment and Aircraft Equipment such as Autopilots and Instruments. The Electrical and Instrument Section where I worked was a mix of RAF personnel and local Singaporeans one of which was Mr Chow (arrows) who helped me build Hi-Fi amplifiers that I designed in our own time and he became a very good friend.

Electronic and Electrical Training

At that time I was promoted to Corporal and I was very interested in Electronics and undertook a correspondence course for Advanced Electronics. This enabled me to design Hi-Fi amplifiers and systems and then build them in my spare time. Another interest was doing training in basic and advanced electronics. I was asked to do training for many RAF SAC mechanics so that they could take their technicians exams in Singapore.

The final part of my tour at RAF Seletar in 1969 as a Corporal was taken up by training Instrument and Electrical mechanics preparing them for their fitters exams in Singapore and the local members of RAF Seletar technical sections. As RAF Seletar was going to close in late 1969 the local 20 technical personnel in the Air Electrical and Instrument section asked me to teach them electronics after work in a room at work which I agreed. However, the first class to my surprise, almost 50 locals turned up.

Special Marine Craft Task

Another task of  the 390 MU Electrical and Instrument Section and I, was the modification to the RAF Seletar Marine Craft by fitting a Magnetic Compass system. This involved fitting the Flux Valve (centre) inside the bow of the boat which I was tasked to do . This was like being in a Sauna as it was so hot and very cramped as it had to be fitted as near to the front of the bow as possible.

Christmas Sadden by Beverly Disaster

Christmas in Seletar Hills was very special as many of us had a ‘pied piper’ type celebration. One family would visit a home and after a couple of drinks both families would walk to the next home and so on until the last house ended up with about 30 or 40 people all very merry. 

A Beverley aircraft XL 150 which had a two-tone brown camouflage scheme was issued to 34 Sqn RAF Seletar in March 1966. On the 15^th December 1967 it crashed into a ridge at Bukit Hantu 144 km north of Johor Bahru, Malaysia, in bad weather during a low level cross-country flight. The crew; Squadron Leader Nigel Bacon, Flying Officers David Brodie and Brian Hudson and Sergeants John Curtis, Brian George and Ernest Trigwell were all killed.

Therefore Christmas  1967 was very depressed trying to comfort his family after the Beverly Crash. This was a very sad day for me as one the Sergeants (don’t want to name) was a family friend who had a wife and children and lived in Seletar Hills.  It was even more shocking as it happened just before Christmas.

End of the RAF Seletar Tour of Duty but not Singapore.

We returned to the UK on a VC 10 in late April 1969 posted to RAF Cosford as an Instructor and thought I would never see Singapore again. How wrong I was !!

In 1992 I returned to Singapore as  the Managing Director of my own UK company Computerised Training Systems Ltd, as part of the ‘Orient 92’ UK government delegation. In 1993 I started my own companies in Singapore and Malaysia producing ‘e learning’ systems for the Singapore Air Force and Army, Singapore Airlines and others. I now live near Kuala Lumpur Malaysia retired after closing my company in December 2021 after 33 years since opening it in the UK on the 8.8.1988 (8th August 1988).

Introduction

My Father (Dad) Joseph Lishman Hogg was born in Felling Gateshead-On-Tyne in the North East of England in 1918 to my Grandfather Edward Hogg and Grandmother Polly Lishman. After School in 1934 my Dad followed his Father being an Apprentice Non-Ferrous Sand Moulder at Clark Chapman’s Co Ltd who made components for Battle Ships built on the river Tyne and elsewhere in England and Scotland.

Royal Navy Battleship Prince Of Wales

My Dad’s main memory was that he made most of the Non-Ferrous, Brass and Bronze wheel components for the Royal Navy Battleship HMS Prince Of Wales which was launched in 1939. In 1941 during the second world war HMS Prince Of Wales along with HMS Repulse were sunk by a Japanese Navy Submarine in the South China Sea whilst protecting the Malay Peninsular known as the ‘Battle of Malaya’. This made my Dad very Sad as he as part of the Ship Building Workforce were not allowed to join the Military and all of his work went to the bottom of the sea with some of the brave Royal Navy personnel.

What is Sand Moulding ?

During the Industrial Revolution of the early from the1900’s to 1950’s Sand Moulding was the prime construction technique for making Ferrous (Iron) and Non-Ferrous (Other Non Iron) Metal components. Its basic principle is that you make a Mould of a Pattern Component using Sand in a Metal or Wooden Box and then remove the Pattern and replace the empty space with Molten Metal which takes up the shape of the Pattern known as a ‘Casting’. This is done by using a Bottom and Top Sand Mould. However, it was very important to ensure the sand was not wet as I will illustrate later.

Dad used to make far more complex component Moulds than these which required very skillful fine adjustments to the Moulds to ensure accuracy. He used specialised tools for Tools doing this work. I have seen my Dad work and its like a work of art creating the sand shapes.

The Foundry

A Foundry big and small is the place where the Moulds and Castings are made. They are usually very dusty, hot and very dangerous places to work. In a small Non-Ferrous Foundry it contains the ‘Furnace’ which heats the Metal, Brass, Copper and Aluminum contained in a ‘Crucible’ to a molten state ready for pouring into the Mould. This is done normally by two men with a special cradle holding the Crucible. Foundries also have Grinding and Polishing machines for final finishing of the Castings.

Dad did all of these actions which was very heavy and dangerous work. He also used to re-line the Furnaces with new Fire Bricks to ensure effective heating.

Non-Ferrous Metal Knowledge

My Dad had a thorough knowledge of all different types of Brass, Bronze, Aluminum and Aluminum Alloy and other Metals used for different Components. These Metals were normally stored as Ingots which were then placed in the Crucibles with some Chemicals to reduce air bubbles at times for melting in the Furnace. Sometimes scrap metals could be melted given that the content was known for example Brass as shown below.

Foundry Management

My Dad was a very Skillful and Knowledgeable Foundry Craftsman so much so he was sought after by many Foundries in England as a Manager. His first was the Partner and Manager of a small Foundry in Ludham Village Norfolk . He then moved to a Foundry in Norwich Norfolk as a Manager. Much later we moved to Keighley in West Yorkshire where he Managed a much larger Foundry.

Major Accident

Whilst he was the Manger at the Foundry in Keighley Dad received a major injury caused by some Molten Metal hitting his left Eye and his Trilby he was wearing which saved his right Eye. This was caused by two Moulder’s who did not check the Sand which was too wet. When the Molten Metal was poured into the Mould it exploded causing the Molten Metal to spray out. My Dad was very unlucky as he happened to be walking by when the explosion took place. After being taken to hospital in Bradford a town nearby and further examination my Dads left Eye was removed. Miraculously his right Eye was untouched.

Return to Ludham Foundry

After recovering from his accident he decided to return to Ludham Foundry which needed him Manage the small Foundry again due to flagging sales. This was his last position and he retired living with my Mum in Ludham until she passed away. He then lived in a Nursing Home close to my Sister in Caister-On-Sea until he passed away when he was 95 years old.

A Great Craftsman and Dad

My Dad was a great Craftsman and Foundry Manager and most of all a great Person, Husband, Father and Grandfather which we miss very much. It is important for us to remember my Dad and his profession which he enjoyed so much. Finally, I am very lucky to have 2 Cat Face Ashtrays Moulded and Cast in Brass and Polished by my Dad many years ago which I treasure very much.