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Last flight of HS 121 Trident 1 ‘Papa India’ on 18 June 1972

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AND IMPACT ON ACCIDENT INVESTIGATION

It is said that when two or three airline pilots gather together, they speak about the ‘four Ss – namely, Safety, Security, Seniority and Salary! In the sixties and seventies, British European Airways (BEA) was no different. Their local chapter would have been a member of the British AirLine Pilots’ Association (BALPA), which in turn was a founder member of the International Federation of Airline Pilot Associations (IFALPA) even recognised by the United Nations. These matters are discussed at length at various fora.

In those days, traditionally, there was quite a gap between the pay of senior pilots and juniors. These matters came up regularly for discussion. The British aviation authorities had realised, at the end of the 1950s, that soon they would be running short of Airline Captains who were mainly WWII veterans as they would retire soon. Therefore, a scheme was put in place to train captains at an airfield called Hamble, Hampshire (Hamble College of Air Training) with essentially two streams of recruitment from school leavers and graduates. Previous flying experience was not a requirement. The other main flying school which cadets were hired from was ‘Oxford’. The products of Hamble and Oxford were very good, efficient, militant and vociferous about pay and conditions. There was a difference of opinion between seniors who flew aircraft as a passion and the juniors who were more career-minded. That’s how the process of ‘industrial action’ was initiated by the latter.

Unlike their captains (of the ’old school’) who drifted into flying after WW II, the young pilots were trained to be airline captains of tomorrow. While they were well versed in theory of flight and leadership, they still lacked the all-important experience, which was still the domain of the senior captains.

On 18 of June 1972, a war veteran, and training captain, by the name of Stanley Key, on standby duties, was activated by BEA to fly to Brussels, Belgium, along with two young low-time Second Officers (S/Os). Capt. Key was an anti-strike activist, so well-known for his dissenting views that there was even graffiti on board some of the aircraft flight decks including that of ‘Papa India’, referring to him.

When Capt. Key reported for duty for flight BEA 548 (Radio call sign ‘Beeline 548), he was accosted by a militant, Senior F/O who was not a member of his crew, in the crowded Crew Room. With just four years before retirement (he was 51 years old at the time), his views against strike action were very strong. He is supposed to have got into a heated argument. This was witnessed by many including S/O J W Keighley, one of Capt Key’s crew members. It was also reported that Capt Key apologised for his outburst almost as quickly as it started. It is not certain whether S/O Ticehurst, Key’s other S/O, was also there. They were both flying with Capt. Key for the first time. The aggressive demonstration of the Captain’s feelings would have had some negative effect on the two young S/Os of his crew. It wasn’t a good first impression. 

 

HS 121 Trident

The aircraft that they were flying that day was a HS 121 Trident 1 registered as G-ARPI, known by all at BEA, as ‘Papa India’, the phonetics of the last two letters. The Trident aircraft was well ahead of its time with a perfectly shaped wing for high speed flight at high altitude with engines at the rear and a ‘T shaped’ tail. In fact, it was the fastest civil jet plane before the advent of the Anglo French Concord! It could cruise at 90% the speed of sound. It could also carry out Instrument Landings in very low visibility–– even in fog as thick as pea soup! The Trident 1 was an aircraft designed to operate with the Captain seated on the left-hand side Flight Deck Seat and of the two S/O’s. Usually, one S/O, known as the ‘Monitoring Pilot’ operates the Flight Engineer’s Systems Panel located behind the two pilots outbound from London Heathrow while the other S/O would sit on the right-hand side seat with the controls. On the return (inbound) leg, the two S/O’s will swap seats and their functions. To operate the Flight Engineers Panel, the Monitoring Pilot had to undergo additional training under the watchful eye of a BEA Supervisory First Officer (F/O) (seated on a fourth seat behind the captain) until the trainee demonstrates competency and was ready to operate the panel by himself. Supervisory functions were additional duties for senior F/Os and because of the prevailing industrial action, they had opted to withdraw from these additional duties. As a direct result of that, there were S/Os who could carry out Right Hand Seat duties only and could not sit on the Monitoring S/O’s panel. Therefore, as far as Capt Key’s crew was concerned, the monitoring Pilot, S/O Ticehust though more experienced, could not relinquish his seat to the low-time S/O Keighley and had to be operating the panel on both outbound and inbound legs. Captains, if they had a choice, usually prefer to have the most experienced pilot in the co-pilot’s seat.

Because its wing was made for high-speed flight it had to be modified with the use of Leading Edge and Trailing Edge high lift devices enabling it to fly low and slow for take-off and landing. At the trailing end of the wing there were the flaps which in effect increased the area of the wing. In the leading edge were devices called ‘Wing Droops’, which, when extended, altered the curvature of the wing and smoothened out the airflow over the wing allowing it to fly at a relatively slow speed.

That afternoon, along with Capt. Key, and his junior two crew members, there was also a Capt. Collins, a freighter Captain, occupying the fourth seat in the Flight Deck. While the weather was overcast at a thousand feet, to witnesses all seemed normal on BEA 548 on the taxi, start up and take off from London, Heathrow, in a westerly direction. Then it commenced a left turn to an East bound heading as required by the departure procedure. Then, suddenly the aircraft which was supposed to climb to 6000 ft, started losing height and crashed in a nose high attitude with hardly any forward motion. It was obvious to the investigators that the aircraft had fallen out of the sky, killing all six crew and 112 passengers on board. This was all within two and a half minutes after brakes release.

A small boy, at Stains, witnessed the accident and informed a neighbour, a retired nurse who was the first to be at the scene. She found only one person alive who sadly died a while later.

Immediately after arriving on the scene the accident investigators from the Accident Investigation Branch (AIB) of the Board of Trade, realised that the Trident aircraft had descended on a steep trajectory as it had cleared some high tension wires before impacting the ground a few yards away and didn’t move forward.

The Accident Investigators had the luxury of using two Flight Data Recorders which were installed on board.

The wreck of ‘Papa India’ was carefully moved piece by piece to a Royal Aircraft Establishment (RAE) hangar at Farnborough airport in Hampshire, assembled, thoroughly examined and mechanical failure ruled out.

 

Noise Abatement Departures

Because of noise considerations, in the neighbourhood outside the airport, it was a mandatory requirement that Trident Jets climb at Take-off Power to as high as possible with the wheels selected up, wing droops extended and trailing edge flaps selected to 20 degrees, within the airport premises. Then at 90 seconds after brakes released, they had to reduce engine power and retract the trailing edge flaps and then climb to 3000 ft before the Wing Droops were to be retracted after achieving 225 kt. climbing speed. There were two separate leavers to control the Flaps and the Wing Droops.

On analysing the Flight Data Recorders which were in good working order, the investigators discovered that one of the four crew members (Capt Key, S/O Keighley. S/O Ticehurst or Capt Collins) had prematurely retracted the leading edge Wing Droops, before reaching 3000 ft and 225 kt. When the Wing Droops were retracted, the control columns of both Key’s and Keighley’s mechanically shook (vibrated) to give tactile warning that the aircraft is about to stall. No corrective action was taken like re-extending the Wing Droops or increasing speed by the pilots, an automatic pneumatically operated stick pusher activated, sharply reducing the nose-up attitude. In fact, the investigators found that it had happened twice and then someone had deactivated the stall warning (Stick Shaker and Pusher) system. By whom and with what intention, was a mystery. Because the Stick Shaker and the Stick Pusher activated in quick succession someone could have assumed that the system was malfunctioning. The aircraft then entered a deep stall from which it was impossible to recover as there is no airflow over the tail to enable the pilot to push the nose down, by then a well-known phenomenon in ‘T’ tail aircraft. (On 3 June 1966, Trident 1C registration G-ARPY entered into a deep stall while on a test flight and crashed at Felthorpe, Norfolk, killing all four crew members)

How the airflow over the tail of a Trident Aircraft gets disturbed by the wing, at high nose-up attitude and develops into an unrecoverable Deep Stall. The Blue arrow is the relative flow of the air. (See figure 1)

 The post mortem examination of three of the four crew members proved to be normal while Capt Key’s heart was found to be in bad shape through the years and was experiencing a heart attack just before his violent death. Was it due to the argument he had with the senior F/O about 90 minutes before his flight and the resultant rise in blood pressure? How was he classified as ‘fit to fly’, after a seemingly normal Electrocardiogram (ECG) at his last Medical Examination a few months before for renewal of his flying licence? Did the Captain’s heart attack create a distraction to the rest of the crew? Was the Captain obviously incapacitated for the others to see? The last radio call from the Air Traffic Controller was acknowledged by him. Was it a case of subtle incapacitation then? Why didn’t S/O Keighley take over and fly as he was supposed to do? Was he confused as regards the flaps and Wing Droops control handles? Was the ‘intra cockpit authority gradient’ between Capt Key and S/O J W Keighley too steep and made the 22-year-old S/O freeze at the controls? Why didn’t S/O Ticehurst do or say anything? Did Capt. Collins, who was also an experienced Trident Pilot, do or say anything to help?  A host of questions needed to be answered.

Geoffrey Lane the Commissioner of the Public Inquiry to this unfortunate accident in his report stated, “There is a danger of assuming that we have all the facts before us and that the only problem is to assemble them in the right order. Had we had the benefit of a cockpit voice-recorder this might have been true. As it were there may well be some vital piece of information missing which would, if known, change the whole picture”

The report went on to state, “This accident has shown that data as to the height, speed, attitude and movement of controls of the aircraft, however valuable as eliminating any suggestion of mechanical failure, do not always provide as full a picture as possible. The investigator is still left in the dark as to what was passing between the crew members by way of orders, comment or exclamation.”

Within a year of the Accident Investigation Report going public, the UK Board of Trade mandated that all turbine powered in the UK registered civil aircraft above the weight of 5700 kg shall have Cockpit Voice Recorders (CVRs). Australia and America were already using Cockpit Voice Recorders. The International Civil Aviation Organisation (ICAO) also followed suit. Hawker Sidley, the manufacturer of the HS 121 Trident also installed a speed lock to prevent the Wing Droops being retracted below 225Kt. The Trident was the first British aircraft with leading edge high lift devices. Similar American Aircraft, like the more successful Boeing 727, had only one Flap/Slat handle to control all leading edge and trailing edge device eliminating confusion. There were allegations that the original ‘tri jet’ concept was stolen by the Americans.  But that’s another story!

The Boeing 727 with another type leading edge (Kruger) Flaps out (different to Trident Wing Droops).

It was also pointed out by the Report that BEA Technical Crew had neither been briefed nor trained on handling incapacitated crew members at critical stages of the flight.

The report also highlighted that the ECGs for pilot licence medical examinations should not be carried out on pilots at rest only (in bed), but regular Stress ECGs should also be carried out. The critics say that Capt. Stanley Key’s heart condition was a one-off case. We are medically examining Airline Pilots and not Astronauts! The retirement age for pilots is now 65 years, the last five years of which includes, ‘Blood work’ and stress ECGs amongst other routine medical tests.

Flight BEA 548 was the deadliest plane crash on the British soil until the Pan Am crash in Lockerbie Scotland.



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Features

Peace march and promise of reconciliation

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Peace walk in progress

The ongoing peace march by a group of international Buddhist monks has captured the sentiment of Sri Lankans in a manner that few public events have done in recent times. It is led by the Vietnamese monk Venerable Thich Pannakara who is associated with a mindfulness movement that has roots in Vietnamese Buddhist practice and actively promoted among diaspora communities in the United States. The peace march by the monks, accompanied by their mascot, the dog Aloka, has generated affection and goodwill within the Buddhist and larger community. It follows earlier peace walks in the United States where monks carried a similar message of mindfulness and compassion across communities but without any government or even media patronage as in Sri Lanka.

This initiative has the potential to unfold into an effort to nurture a culture of peace in Sri Lanka. Such a culture is necessary if the country as the country prepares to move beyond its history of conflict towards a more longlasting reconciliation and a political solution to its ethnic and religious divisions. The government’s support for the peace march can be seen as part of a broader attempt to shape such a culture. The Clean Sri Lanka programme, promoted by the government as a civic responsibility campaign focused on environmental cleanliness, ethical conduct and social discipline, provides a useful framework within which such initiatives can be situated. Its emphasis on collective responsibility and shared public space makes it sit well with the values that peacebuilding requires.

government’s previous plan to promote a culture of peace was on the occasion of “Sri Lanka Day” celebrations which were scheduled to take place on December 12-14 last year but was disrupted by Cyclone Ditwah. The Sri Lanka Day celebrations were to include those talented individuals from each and every community at the district level who had excelled in some field or the other, such as science, business or arts and culture and selected by the District Secretariats in each of the 25 districts. They were to gather in Colombo to engage in cultural performances and community-focused exhibitions. The government’s intention was to build up a discourse around the ideas of unity in diversity as a precursor to addressing the more contentious topics of human rights violations during the war period, and issues of accountability and reparations for wrongs suffered during that dark period.

Positive Response

The invitation to the international monks appears to have emerged from within Buddhist religious networks in Sri Lanka that have long maintained links with the larger international Buddhist community. The strong support extended by leading temples and clergy within the country, including the Buddhists Mahanayakes indicates that this was not an isolated effort but one that resonated with the mainstream Buddhist establishment. Indeed, the involvement of senior Buddhist leaders has been particularly noteworthy. A Joint Declaration for Peace in the world, drawing on Sri Lanka’s own experience, and by the Mahanayakes of all Buddhist Chapters took place in the context of the ongoing peace march at the Gangaramaya Temple in Colombo, with participation from the diplomatic community. The declaration, calling for compassion, dialogue and sustainable peace, reflects an effort by religious leadership to assert a moral voice in favour of coexistence.

The popular response to the peace march has also been striking. Large numbers of people have been gathering along the route, offering flowers, water and support to the monks. Schoolchildren have been lining the roads, and communities from different religious backgrounds extend hospitality. On the way, the monks were hosted by both a Hindu temple and a mosque, where food and refreshments were provided. These acts, though simple, carry a message about the possibility of harmony among Sri Lanka’s diverse communities. It helps to counter the perception that the Buddhist community in Sri Lanka is inherently nationalist and resistant to minority concerns that was shaped during the decades of war and reinforced by political mobilisation that too often exploited ethnic identity.

By way of contrast, the peace march offers a different image. It shows a readiness among ordinary people to embrace values of compassion and coexistence that are deeply embedded in Buddhist teaching. The Metta Sutta, one of the most well-known discourses in Buddhism, calls for boundless goodwill towards all beings. It states that one should cultivate a mind that is “boundless towards all beings, free from hatred and ill will.” This emphasis on universal compassion provides a moral foundation for peace that extends beyond national or ethnic boundaries. The monks themselves emphasised this point repeatedly during the walk. Venerable Thich Pannakara reminded those who gathered that while acts of generosity are commendable, mindfulness in everyday life is even more important. He warned that as people become unmindful, they are more prone to react with anger and hatred, thereby contributing to conflict.

More Initiatives

The presence of political leaders at key moments of the march has emphasised the significance that the government attaches to the event. Prime Minister Harini Amarasuriya paid her respects to the peace march monks in Kandy, while President Anura Kumara Dissanayake is expected to do so at the conclusion of the march in Colombo. Such gestures signal an alignment between political authority and moral aspiration, even if the translation of that aspiration into policy remains a work in progress. At the same time, the peace march has not been without its shortcomings. The walk did not engage with the Northern and Eastern parts of the country, regions that were most affected by the war and where the need for reconciliation is most acute. A more inclusive geographic reach would have strengthened the symbolic impact of the initiative.

In addition, the positive impact of the peace march could have been increased if more effort had been taken to coordinate better with other civic and religious groups and include them in the event. Many civil society and religious harmony groups who would have liked to participate in the peace march found themselves unable to do so. There was no place in the programme for them to join. Even government institutions tasked with promoting social cohesion and reconciliation found themselves outside the loop. The Clean Sri Lanka Task Force that organised the peace march may have felt that involving other groups would have made it more complicated to organise the events which have proceeded without problems.

The hope is that the positive energy and goodwill generated by this peace march will not dissipate but will instead inspire further initiatives with the requisite coordination and leadership. The march has generated public discussion, drawn attention to the values of mindfulness and compassion, and created a space in which people can imagine a different future. It has been a special initiative among the many that are needed to build a culture of peace. A culture of peace cannot be imposed from above nor can it emerge overnight. It needs to be nurtured through multiple efforts across society, including education, religious engagement, civic initiatives and political reform. It is within such a culture that the more difficult questions of power sharing, justice and reconciliation can be addressed in a constructive manner.

by Jehan Perera

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Regional Universities

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Development initiatives: Faculty of Technology, University of Jaffna and NCDB

The countryside and peripheral regions have been neglected in the national imagination for many decades. This has also been the case with regional universities which were seen as mere appendages to the university system, and sometimes created to appease political constituencies in the regions. The exclusion of the rural world and the institutions in those regions was not accidental nor inevitable, but the consequence of conscious policies promoted under an extractive and exploitative global order. Neoliberalism globalisation, initiated in the late 1970s with far-reaching policies of free trade and free flow of capital, or the “open economy,” as we call it in Sri Lanka, is now dying. The United States and the Western countries that promoted neoliberalism, as a class project of finance capital to address the falling profits during the long economic downturn in the 1970s, are themselves reversing their policies and are at loggerheads with each other. However, those economic processes will continue to have national consequences into the future.

At the heart of such policies is the neoliberal city, which has become the centre of the economy with expanding financial businesses and a real estate boom. Such financialised cities also had their impact on universities, in lower income countries, where commercialised education with high fees, rising student debt, research for businesses and transnational educational linkages with branch campuses of Western universities, have become a reality.

In the case of Sri Lanka, while neoliberal policies began with the IMF and World Bank Structural Adjustment Programmes, in the late 1970s, the long civil war forestalled the accelerated growth of the neoliberal city. I have argued, over the last decade and a half, that it is with the end of the civil war, in 2009, coinciding with the global financial crisis, that a second wave of neoliberalism in Sri Lanka led to global finance capital being absorbed in infrastructure and real estate in Colombo. The transformation of Colombo into a neoliberal city was overseen by Gotabaya Rajapaksa as Defence Secretary with even the Urban Development Authority brought under the security establishment. While Colombo was drastically changing with a skyline of new buildings and shiny luxury vehicles drawing on massive external debt, there were also moves to promote private higher education institutions. The Board of Investment (BOI) registered many hundred so-called higher education institutions; these were not regulated and many mushroomed like supermarkets and disappeared in no time when they incurred losses.

In contrast to these so-called private higher education institutions that proliferated in and around Colombo, Sri Lanka, drawing on its free education system, has, over the last many decades, also created a number of state universities in peripheral regions. However, these regional universities lack adequate funding and a clear vision and purpose. The current conjuncture with the neoliberal global order unravelling, and the immediate global crisis in energy and transport are grim reminders of the importance of local economies and self-sufficiency. In this column I consider the role of our regional universities and their relationship to the communities within which they are embedded.

Regional context

The necessity and the advantage of robust public services is their reach into peripheral regions and marginalised communities. This is true of public transport, as it is with public hospitals. Private buses will always avoid isolated rural routes as their margins only increase on the busy routes between cities and towns. And private hospitals and clinics flock to the cities to extract from desperate patients, including by unscrupulous doctors who divert patients in public hospitals to be served in the private health facilities they moonlight. Similarly, it is affluent cities and towns that are the attraction for private educational institutions.

Public institutions, including universities, can only ensure their public role if they are adequately funded. Over the last decade and a half, with falling allocations for education, our state universities have been pushed into initiating fee levying courses, both at the post-graduate level and also for undergraduate international students. These programmes are seen as avenues to decrease the dependence of universities on budgetary support. However, the reality is that it is only universities in Colombo that can draw in students capable of paying such high fees. Furthermore, such fee levying courses end up pushing academics into overwork including by offering additional income.

Therefore, allocations for underfunded regional universities need to be steadily increased. Housing facilities and other services for academics working in rural districts would ensure their continued presence and greater engagement with the local communities. Increased time away from teaching and research funding earmarked for community engagement will provide clear direction for academics. Indeed, such funding with a clear vision and role for regional universities can provide considerable social returns. In a time when repeated crises are affecting our society, agricultural production to bolster our food system as well as rural income streams and employment are major issues. Here, regional universities have an important role today in developing social and economic alternatives.

Reimagining development

In recent months, there have been interesting initiatives in the Northern Province, where the Universities of Jaffna and Vavuniya have been engaging state institutions on issues of development. In an initiative to bring different actors together, high level meetings have been convened between the staff of the Agriculture Faculty and officials of the Provincial Agriculture Ministry to figure out solutions for long pending agricultural problems. Similar meetings have also been organised between provincial authorities and the Faculties of Technology and Engineering in Kilinochchi. These initiatives have led to academics engaging communities and co-operatives on their development needs, particularly in formulating new development initiatives and activating idle projects and assets in the region. Such engagement provides opportunities for academics to share their knowledge and skills while learn from communities about challenges that lead to new problems for research.

One of the most rewarding engagements I have been part of is an internship programme for the Technology Faculty of the University of Jaffna, where four batches of final year students, from food technology, green farming and automobile specialities, have been placed for six months within the co-operative movement through the Northern Co-operative Development Bank. This initiative has created a strong relationship between the Technology Faculty and the co-operative movement, with a number of former students now working fulltime in co-operative ventures. They are at the centre of developing solutions for rural co-operatives, including activating idle factories and ensuring quality and standards for their products.

I refer to these concrete initiatives because universities’ role in research and development in Sri Lanka, as in most other countries, are often narrowly conceived to be engagement with private businesses. However, for rural regions, the challenge, even with technological development, is the generation of appropriate technologies that can serve communities.

In Sri Lanka, we have for long emulated the major Western universities and in the process lost sight of the needs of our own youth and communities. Rethinking the development of our universities may have to begin with an understanding of the real challenges and context of our people. Our universities and their academics, if provided with a progressive vision and adequate resources and time to engage their communities, have the potential to address the many economic and social challenges that the next decade of global turmoil is bound to create.

Ahilan Kadirgamar is a political economist and Senior Lecturer, University of Jaffna.

(Kuppi is a politics and pedagogy happening on the margins of the lecture hall that parodies, subverts, and simultaneously reaffirms social hierarchies)

by Ahilan Kadirgamar

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‘Disco Lady’ hitmaker now doing it for Climate Change

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The name Alston Koch is generally associated with the hit song ‘Disco Lady.’ Yes, he has had several other top-notch songs to his credit but how many music lovers are aware that Alston is one of the few Asian-born entertainers using music for climate advocacy, since 2008.

He is back in the ‘climate change’ scene, with SUNx Malta, to celebrate Earth Day 2026, with the release of ‘A Symphony for Change’ – a vibrant Dodo4Kids video by Alston.

The inspiring musical video highlights ocean conservation and empowers children as future climate champions, honouring Maurice Strong’s legacy through education, creativity, and global collaboration for a sustainable planet.

The four-minute animated musical, composed and performed by platinum award-winning artiste Alston Koch, brings to life a resurrected Dodo, guiding children on a mission to clean up marine environments.

With a catchy melody and an uplifting message, the video blends entertainment with education—making climate awareness accessible and engaging for the next generation.

SUNx Malta is a Climate Friendly Travel system, focused on transforming the global tourism sector that is low-carbon, SDG-linked, and nature-positive.

Professor Geoffrey Lipman, President of SUNx Malta, described the project as a joyful collaboration with purpose:

“It’s always a pleasure to produce music with Alston for the good of our planet. And this time, to incorporate our Dodo4Kids in the video urging the next generation of young climate champions to help save our seas.”

For Alston, now based in Australia, the collaboration continues a long-standing journey of climate-focused creativity:

Says Alston: “I have been working on climate songs since the first release, in 2009, of the video ‘Act Now.’ Since then, I’ve performed at major global events—from Bali to Glasgow. I wrote this song because the climate horizon is darkening, and our kids and grandkids are our best hope for a brighter future.”

Alston’s very first climate song is ‘Can We Take This Climate Change,’ released in 2008.

It was written by Alston for the World Trade Organisation presentation, in London, and presented at ‘Live the Deal Climate Change’ conference in Copenhagen.

The Sri Lankan-born singer was goodwill ambassador for the campaign, and the then UK Minister Barbara Follett called it a “gift in song to the world suffering due to climate change.”

Alston said he wrote it after noticing butterflies, birds, and fruit trees disappearing from his childhood days.

In 2017, his creation ‘Make a Change’ was released in connection with World Tourism Day 2017.

Alston Koch’s work on climate advocacy is pretty inspiring, especially as climate change is now creating horrifying problems worldwide, and in Sri Lanka, too.

Alston also indicated to us that he has plans to visit Sri Lanka, sometime this year, and, maybe, even plan out a date for an Alston Koch special … a concert, no doubt.

Can’t wait for it!

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