Features
From Villain to Unsung Hero
One winter morning in 1998, as a part of the SIA crew while planning a departure from Kimpo (Gimpo) International Airport Seoul South Korea, in our Airbus A 340 aircraft, we realised that it had snowed all night and the runway surface was ‘contaminated’ with melting snow (Slush). We had been told time and time again by the performance experts that a depth of snow, slush or standing water more than 3mm (1/8th of an inch), the proverbial SriLankan Baas’s ‘Noola’, on more than 25% of the Runway, it is considered to be contaminated. The Kimpo Airport Authorities hadn’t cleaned the runway surface like in most other airports.
A contaminated runway poses a whole host of problems for pilots attempting to take-off. Because of the natural resistance of the water, snow or both on the runway in varying degrees and depths, the acceleration to the take-off speed becomes slow as the wheels have to displace the contaminants using up a greater amount of runway length than on an uncontaminated (dry) runway. This leaves less runway length available for the aircraft to stop, if for some unforeseen reason the pilots need to abandon the take-off. Then stopping becomes a problem as the tyres may skid or aquaplane, making the wheel brakes ineffective with a good chance of over running the runway length available.
In this day and age, to reduce the thermal and mechanical stresses to the jet aircraft engines it was recommended by the manufacturer that pilots use a reduced thrust setting on uncontaminated (dry) runways, for take-off. Therefore, it was mandated that on a contaminated runway, full thrust is used to enable the aircraft to accelerate quicker to the speed (V1) at which the Captain will have to decide whether he will stop or go. Every type of aircraft is tested in snow, slush or standing water, the spray patterns studied and a set of lower V1 speeds for slush operations are available for different take-off weights in graphs or in tabulated form for quick reference. At V1 speed, if the Captain decides to continue the take-off it becomes a ‘non-event’. However, if he decides to stop for any reason, it becomes regimented and exiting as he has got to announce to the First Officer that he is discontinuing the take-off, apply brakes, close the engine Throttles, keep the aircraft straight on the centre line (that may not be visible), deploy spoilers and Reverse Thrust bringing the aircraft to a stop and cancelling Reverse and spoilers at the appropriate time. The non-flying pilot notes the air speed at which the Captain rejected and announces to the Control Tower that they have abandoned the take-off and then monitors the deceleration, providing a back up to the Captain’s actions. These are standard Operating Procedures (SOP’S) evolve through the years. Noting the speed at which they rejected the take-off is necessary when it comes to brake cooling time after rejecting a take-off. The brakes in the old days became white hot with its use at high speed. With the use of Carbon brakes and integral cooling fans the problem is resolved to a large extent.
In the present day in all the modern airliners braking is done automatically using ‘Auto Brakes’ with anti- skid devices operating and this exercise (Rejected Take off) is practiced in the Simulator every six months as a team exercise under the supervision of a Flight Instructor. As a further consideration, the manufacturer Boeing’s analysis of all the past rejected take-off accidents have also shown that if the Captain was two seconds too slow in rejecting the take-off at the decision speed of V1, the aircraft will exit the runway at the other end at 60kt! So, their recommendation was to be ‘go minded’ at V1 and not attempt to stop. The reader will agree that a lot of things happening and judgemental considerations going through the Captain’s mind simultaneously while on the take-off run.(what if)
Usually on take-off on an uncontaminated runway it was a legal requirement to be at a height of 35 feet over the end of the runway. On a contaminated runway the aircraft is allowed to clear the end at 15 feet to accommodate the loss of performance. In addition to all this, in jet aircraft, it is recommended to have the continuous ignition ‘on’ to ensure that the engines do not flameout (fail) due to slush ingestion by the engine intakes. Fortunately, it wasn’t snowing that day in Kimpo and therefore did not pose a problem with ice on the wings which would have created another problem for us as the wings are meant to be clean on take-off. These Standard Operating Procedures (SOPs) are all contained in the Flight Manual of any particular type of aircraft and expected to be read and understood by its Crew.
That morning the take-off at Kimpo went off like clockwork. As everything appeared to be normal there was no need to abandon the take-off and after getting airborne, we had to concentrate on other important things like a sharp turn left before reaching the DMZ (De Militarised Zone) and avoiding overflying the South Korean President’s Palace which was a known prohibited area. They would fire two tracer shells. If no action was taken to change course and avoid, they will attempt to shoot you out of the skies, passengers or no passengers!
All in all, tackling a contaminated runway in modern times became a ‘piece of cake’ if one knew what to do. These procedures were not promulgated overnight. They were the result of ‘blood sweat and tears’ through the years. The story below is a good example.
In 1949 there was an accidental overrun of the runway of a Trans Canada Airlines (TCA) aircraft in Vancouver, Canada. The Investigators declared that the probable cause was the presence of slush (melting snow) on the runway preventing acceleration to the required speed for take-off. This observation was intimated to many airlines including British European Airlines (BEA) authorities who had not taken any cognizance and duly filed the letter without advising their operating crews of such possibilities.
Nine years later, on 6th Feb 1958, Capt James Thain and Capt Kenneth Rayment were operating a BEA charter flight from Belgrade Yugoslavia to London with the Manchester United Football Team and some well-known sports writers as their passengers. Both pilots were good friends and had served in the RAF together during WWII. Usually there would have been a regular First officer but since both captains had common interests like poultry farming, they had requested to operate together. The young Manchester United team known as ‘Busby Babes’ were well on their way to be European Cup Champions. Since the Airspeed Ambassador ‘Elizabethan’ aircraft did not have sufficient range to fly direct to London, they needed to do a Technical (refuelling) stop in Munich, Germany. The flight was uneventful till they reached Munich.
The Runway was contaminated with melting snow in Munich. Light snow was falling on the wings. Due to the fact that anti-ice heaters were used on the descent into Munich Airport, Capt. Thain decided not to get the wings cleaned. It was a judgment call.
After refuelling the crew attempted to take-off twice, but had to discontinue due to an engine malfunction. Then they taxied back to the ramp for a consultation with the Ground Engineer, after which the two captains decided to open power slowly to fix the engine problem which was known to occur in Munich which was over 1700 feet above mean sea level. On the third attempt the power was opened slowly and that involved a longer take off run which took the aircraft to a more contaminated unused part of the runway which actually made the aircraft lose speed from 117 knots to 105 knots and never accelerated to flying speed. Capt Thain was looking inside the cockpit and carefully ‘nursing’ the engines and monitoring the speed while Captain Rayment was handling the controls. When he looked outside the runway end was closing in quickly and it was too late. He opened throttles to the maximum. The wheels never left the ground because it didn’t have flying speed. The aircraft over ran and crashed through a fence, hit a tree and a house and burst into flames. The crash killed 23 out of the 44 passengers and crew on board, critically injuring Capt Kenneth Rayment, He passed away a few days later, leaving Capt Thain to carry the blame alone. With that, destroying the chances of Manchester United being European champions.
The German Accident investigator Capt. Hans J Reichel and his team arrived from Brunswick, West Germany, ill-equipped, about six hours later. By this time the weather had worsened and it was night time. He had to borrow lighting equipment from the BBC photo crew present at the site, He had been a pilot both in the Luftwaffe and Lufthansa the German Airline. The first thing he did was to check for wing ice and found a six-hour build-up of snow and declared that there was ice on the wings before take-off. No proper measurements of the depth of the slush were done on the runway at Munich. A parallel UK investigation was also launched. The formal accident inquiry commenced on 29th Apri’58 and was protracted and didn’t consider the effect of slush at all. The ‘Brits’ virtually fell in line with their German counterparts. The Final Accident Report came out on 9th March 1959, (More than a year after the crash), blaming the ice build-up on the wings and Capt Thain’s failure to de-ice.
It saidL:
“Apart from the ice, we couldn’t find any other reason which could have contributed to the air crash “
Capt Thain’s licence was suspended and he reverted to full time poultry farming while relentlessly working with the British Air Line Pilots Association (BALPA) to obtain more research data on the effects of slush on Take-off performance.
In 1961 Capt. Thain was fired from his job of BEA for allowing Capt Rayment to sit in the Left hand seat while he as designated Captain on the roster sat on the Right hand seat. The Captain on the roster should have sat on the Left hand seat and thus it was purported that he had violated the existing BEA Flight Crew Standing Orders which in itself a relatively minor matter. Looking back, it probably was just an excuse to shed him as this WWII veteran and BEA Captain ended up being an embarrassment to the Airline. There was no doubt about his ‘unquestionable ability’ up to that time of the accident. In the eyes of the general public and Football fans he was considered a villain.
If the German Accident Investigators blamed the Slush on the Runway for the overrun then the Munich Airport Authorities would have to take the rap for not cleaning the runway surface. It was rather obvious that like in most accidents it is convenient and emotionally satisfying to blame an individual and not the system that gave rise to the unsafe situation. Capt. Thain did not give up trying to clear his name. He was determined to find out the real cause of the accident. He appealed.
Seven months after the crash in September 1958 the FAA started conducting practical tests on the impact of slush on aircraft acceleration for take-off. Although there was new scientific evidence available, the Germans were not keen on reopening the case and Capt. Thain was languishing in guilt. Capt. Thain kept the pressure on. Eventually in 1967 Prime Minister Harold Wilson mentioned publicly, that Capt. Thain was a “victim of injustices.” Soon after (1968) the British were also conducting experiments with slush on the runway at Royal Aircraft Establishment (RAE) in Bedford in shallow ponds of standing water, using Canberra, Viscount and Ambassador Aircraft. The significant adverse effects of slush on the Runway were confirmed.
Finally, Capt. Thain’s persistence paid off and his plight was mentioned in Parliament and the British Authorities agreed to review the investigation and found that the German investigation was incomplete. The Investigators had not interviewed many witnesses including the Air Traffic Controllers and those who reached the wreck first and could have given evidence to say that there was no ice on the wings immediately before the crash. It seemed that witnesses had been selectively interviewed to fit the ‘probable cause’.
Eleven long years after the crash in March 1969 Capt. James Thain was finally exonerated, but died soon afterwards of a heart attack at a relatively young age of 54, due to trauma and stress. This prompted one of the ‘wags’ in the BALPA to declare that “If the crash doesn’t kill you, the inquiry will”
Capt. James Thain with his determination to find the real culprit of the Munich accident made taking off in slush safer for airline pilots, by triggering off research on both sides of the Atlantic that evolved into SOP’s which allowed us to take off safely from Kimpo that wintry morning.
In his own words, to his daughter, “The difference between the possible and impossible is merely a measure of man’s determination”
To me, Capt. James Thain was an unsung hero whose great determination to prove his innocence made flying safer for the future air travellers.
Features
The significance of “Control” in foreign relations
Foreign Relations are all about “Control” particularly in the context of Relations between Major Powers such as the USA, China and India and small sovereign States such as Sri Lanka. While in the case of such relations, benefits to both parties are inevitable, the need to do so is invariably driven by the national interests of the Major Powers because their interests far outweigh those of small States. This mismatch of interests is what calls for “Control” of relations by Major Powers
The advice to Sri Lanka by Foreign Relations experts thus far has been to balance challenges arising from such Relations, not realising that the compulsions driven by the interests of Major Powers are such that balancing by itself does not have the needed capabilities to overcome the consequences arising from Major Power Rivalries; a fact evidenced by the recent Middle East war.
For instance, the need for the USA to strengthen the capabilities of the Sri Lankan Navy is driven by the strategic location of Sri Lanka since it is the gateway to the Indo-Pacific. Notwithstanding such motivations, it cannot be denied that the infrastructure provided to Sri Lanka’s Navy was handy to meet internal challenges as it was during the final stages of the Armed Conflict to destroy arsenals of the LTTE out at sea and the capacity to meet both external and internal threats to and within Sri Lanka.
Similarly, one of China’s primary interests is its Belt and Road Initiative. Towards this end, China has established a solid foot print in Sri Lanka by building and owning solid infrastructure projects for 99 years and more, if it is in China’s interest. However, although benefits from such projects cannot be denied, the open question is whether their scale was established to suit China’s interests or sought by Sri Lanka to suit Sri Lanka’s interests. For instance, the offer to build a 200,000 barrels a day Refinery by Sinopec of China has more to do with serving China’s interests, in view of the decision by the Sri Lankan Government to expand the Refinery at Sapugaskanda to 100,000 barrels a day.
In the case of India, the issues are more complex arising from Sri Lanka’s proximity to India, the cultural and historical heritage shared by both and the presence of the Tamil community in both countries. Consequently, India is extremely conscious of the need to keep a sharp eye and “Control” developments taking place in Sri Lanka in respect of Sri Lanka’s relations with Major Powers. This concern is driven by the notion that the territorial security of India is dependent on Sri Lanka’s Relations with Major Powers; a concern that arises from India’s past territorial history where the territory of India was transformed from a motley group of Princely States into one unified sub-continent and then partitioned into two Nation States under the British Raj. Consequently, the present territory of India has been in existence only since its independence from Colonial Rule in 1947. Hence, the fear of history repeating itself is driven by internal compulsions and by external interventions.
US – SRI LANKA RELATIONS
Against the background of Geopolitical interests presented above, Sri Lanka adopted the Policy of Neutrality in 2019 and this Government continues to exercise and live by its Internationally recognised principles, as it did when Sri Lanka denied landing rights to US Aircraft during the Middle East conflict. Sri Lanka’s Foreign Minister stated that Sri Lanka was “always neutral” when he met the US Assistant Secretary of State for South and Central Asian Affairs to convey Sri Lanka’s appreciation for the assistance rendered to procure fuel during the Middle East crisis and for the maritime vessels and aircraft gifted to Sri Lanka (Daily News, June 23, 2026).
In the meantime, The Island has reported that the “US declares SLN its Indo-Pacific Partner” (June 25, 2026). A statement issued by the US Embassy in Colombo quotes the Assistant Secretary of State as having stated: “Today, we announced the delivery of US satellite communication technology to the Sri Lankan Navy, our Indo-Pacific partner: This secure, real-time connection—representing a transformational upgrade for the Sri Lankan Navy-– will be available aboard their entire fleet of offshore patrol vessels…” (Ibid).
There is no doubt whatsoever that these assets would collectively boost the capabilities of the SL Navy to “strengthen maritime domain awareness, improve operational coordination, support emergency response, help interdict vessels engaged in illicit trafficking etc.” (Ibid). However, the unilateral declaration by US that the SL Navy is a “Indo-Pacific Partner” of the US has NO validity unless such a declaration has the approval of the SL Government. Furthermore, such an approval by the SL Government would compromise its Policy of Neutrality to which the country has pledged.
Therefore, the declaration should be accompanied with a caveat, that being, that the partnership should NOT extend to the entirety of the Indo-Pacific but be limited to Sri Lanka’s Exclusive Economic Zone (EEC). It is only then that the SL Government is Internationally entitled to exercise its rights as a Neutral State, namely, to protect its territory under the UN Law of the Sea. Furthermore, considering the extent of Sri Lanka’s EEC in relation to the extent of the Indian Ocean, the Partnership would be proportionate.
CHINA – SRI LANKA RELATIONS
China’s interest is to consolidate its interests in its Belt and Road Initiative. Towards this end it has attempted to exercise “Control” over Sri Lanka by offering infrastructure projects of a scale that benefits China rather than Sri Lanka as evidenced by the example of the offer by Sinopec Refinery cited above. This example demonstrate that Sri Lanka should be faulted for accepting projects offered without question and when questioned, based on local evaluations of scale to meet Sri Lankan needs as in the case of the existing Refinery at Sapugaskanda, the scale of projects become significantly less. The lesson to be learnt from this experience is that no project offered should be accepted without question in respect of its suitability to Sri Lanka in all respects, if Sri Lanka is not to become a victim of self-inflicted debt traps.
INDIA –SRI LANKA RELATIONS
How India “Controls” Sri Lanka is by making Sri Lanka politically and economically vulnerable and dependent on India, not only through physical connectivity, but also by being a handmaiden in internal political arrangements where power is devolved to Provinces that are a threat to Sri Lanka’s territorial integrity (13th Amendment) and also by focusing development that benefit the Tamil community in Sri Lanka. The end result is to keep relations between communities in Sri Lanka on the “boil”, much against the interests of Sri Lanka to function as a united Nation State.
The proposal to connect Sri Lanka with India with under-water pipelines to transfer petroleum products from the Middle East and Power Grids would make Sri Lanka vulnerable and dependent on India as Germany was with Natural Gas from Russia when Nord-Stream I and II were sabotaged. Similarly, the road access through a Land Bridge connecting India and Sri Lanka would legalize access between the two countries that today takes place illegally because of the disparity in wages and livelihoods.
Despite such possible outcomes, there is a concerted effort by individuals and a body of NGOs who are of the opinion that it is in the best interests of Sri Lanka for Sri Lanka to hitch its wagons to the rising star of India. Others are grateful to India as the first responder to Sri Lanka at times of need, mindless of the weekly destruction of Sri Lanka’s marine resources etc. caused by thousands of fishing boats from India resorting to illegal fishing practices whose value over the years are beyond assessment.
CONCLUSIION
The reason for the recent conflict in the Middle East is all about “Control” of Nation States by Major Powers in pursuit of their Geopolitical interests. The need to “Control” Sri Lanka by the US is because of Sri Lanka’s location to the Indo-Pacific and by China because Sri Lanka is a vital link to its Belt and Road Initiative. On the other hand, Relations with India are influenced and guided by India’s obsession with the sustainability of its territorial integrity because that is what makes India a Major Power. The survival of Sri Lanka in such a complex background depends on how astutely Sri Lanka protects its Policy of Neutrality.
By Neville Ladduwahetty
Features
“Sir”: A prefix or a suffix in Sri Lanka?
The word “Sir” is classically and linguistically associated with Great Britain and His Majesty’s English Language. As an esteemed prefix, it generally refers to a Knight, but very strictly speaking, that is perhaps a rather narrow and restricted synonym. While a Knight of the British Empire is the most common type of knight people encounter today, Great Britain actually has several different orders of knighthood, as well as an ancient rank that does not belong to any such order at all.
When someone is dubbed a knight in Britain and referred to as “Sir” X, Y or Z, they generally fall into one of three categories. The first is a Knight Bachelor, undoubtedly the oldest rank. This is the most common form of knighthood awarded for public service, arts, or science. In that context, one should think of Sir Elton John, Sir Paul McCartney, or Sir Ian McKellen. It is not a part of an explicit “Order”, like that of the British Empire. It is the oldest mechanical form of knighthood, dating back to the 13th century under King Henry III. The recipients are simply styled as Sir, followed by the first name, such as Sir Ian, without any post-nominal letters like KBE or OBE attached to the end of their name.
The second is a Knight Commander of the Most Excellent Order of the British Empire (KBE). This is a specific group, established relatively recently in 1917 by King George V, to fill a gap for rewarding civilian and military effort during World War I. To qualify to be called “Sir” within this specific order, a man must be appointed as a Knight Commander (KBE) or a Knight Grand Cross (GBE).
The third is a group of Chivalric Orders, the so-called Elite and Ancient Orders. Several highly exclusive, ancient orders of knighthood sit much higher in precedence than the Order of the British Empire. These include the Most Noble Order of the Garter, the pinnacle of British honours founded in 1348, and scrupulously limited to the Monarch, the Prince of Wales, and only 24 other companion members. Then there is the Most Ancient and Most Noble Order of the Thistle, the highest chivalric honour in Scotland. The last of this group is the Most Honourable Order of the Bath; typically awarded to high-ranking military officers and senior civil servants.
The Summary Rule of this entire scenario is that every Knight of the British Empire (KBE) is a British Knight, but not every British Knight is a Knight of the British Empire. If you see a modern British knight who does not have military or diplomatic ties, odds are high that they are actually a Knight Bachelor.
With reference to the title of this presentation, now for the flip side of this, as we see things in our region of the globe. In Great Britain, it is the standard form of address to refer to a Knight as Sir John, Sir Ian etc. However, in Sri Lanka, as well as in the Indian sub-continent, very often people use the word “Sir” as a suffix or a postfix to honour someone and frequently use “X Sir”; the name followed by the word “Sir” as a suffix or postfix.
It is a fascinating linguistic oddity, and Sri Lanka is definitely not alone in this, and most definitely, we are second to none in that outlook. While using “Sir” as a suffix or postfix (e. g., De Silva Sir, Nihal Sir) completely cartwheels over the standard British etiquette, where “Sir” must strictly prefix a first name. This charming practice of using it as a suffix is actually widespread across South Asia and parts of Southeast Asia. It is a classic example of dialectal crossbreeding, where local grammatical structures and cultural norms go to the extent of rewriting even the rules of the standard English as a language.
In a very broad sense, this phenomenon is very definitely seen in the Indian Subcontinent (E.g. Sri Lanka, India, Bangladesh, Nepal, Bhutan and Pakistan). This is arguably where the “Name + Sir” phenomenon is largest and perhaps even the strongest. Across Sri Lanka, India and Bangladesh, you will constantly hear people refer to superiors, teachers, or public figures as Karu Sir, Vijay Sir, Sachin Sir, Shahrukh Sir, or Ahmad Sir, etc.
Then there is the Indian “Ji” Factor: In Indian languages like Hindi or Punjabi, it is a strict cultural taboo to call an elder or a superior by their bare name. People naturally append the respectful suffix “Ji” (e. g., Gandhi-ji, Sharma-ji). It is then no surprise at all that when switching to English, the Indian mind seamlessly swaps the local suffix Ji for the English honorific Sir, thereby turning Vijay-ji into Vijay Sir.
In Hong Kong, a very specific variation of this exists within the police force and civil service. Influenced by decades of British administration, mixed with Cantonese naming customs, junior officers and the public address superiors by their surname followed by “Sir”, such as “Wong-Sir” or “Chan-Sir“. There is even a universal colloquial generic term, “Ah-Sir“, used commonly to address male police officers or teachers.
In the Philippines, while the syntax is slightly different, the sheer density of “Sir/Madam, Ma’am” usage matches that of Sri Lanka. Filipinos deeply value hierarchical courtesy. While they might say “Sir Jason“, it is incredibly common to use “Sir” almost like a pronoun or a mid-sentence suffix punctuation mark when addressing superiors, bosses, or clients, to ensure that respect is suitably maintained conscientiously.
The mismatch between British English and South/Southeast Asian English comes down to how different native cultures view status and intimacy. In South Asia, especially in Sri Lanka, there is the Linguistic Tradition of the suffix, where an extension in the nation’s own language is inserted into a word to enhance its status. In languages like Sinhala (-thuma / –mahathmaya), in Tamil (-ayyah / –avargal), and in Hindi (-ji), respect is always attached to the end of a name. It simply means that forcefully bringing a sleek word that implies social deference to the front, like Sir John, feels syntactically peculiar or even inappropriate to a native speaker of these local languages.
The “First Name Dilemma” is another type of rather quaint occurrence. In the West, calling your boss simply “John” is seen as a gesture that is egalitarian, free and open. In South Asia, calling an elder or superior by their first name feels somewhat jarringly rude. Conversely, using just “Mr Perera” can also feel too cold, official and even distant. “Perera Sir” or “Silva Sir” strikes the perfect culturally mitigatory concession, as it maintains a warm, personal connection by using the surname while also overtly and safely conveying a layer of professional public respect by adding the word “Sir” as a suffix or a postfix.
Yet for all that, it is worth noting that fundamentally, all languages are symbolic expressions of human thought and human intelligence. Whether expressed as spoken, written or sign language, all dialects are means of human communication. The type of words like “Sir” that we use in the English Language and the real context in which they are used indicate our thoughts in our human intellect. When they are used appropriately, they reflect our commitment to uninhibited respect and even admiration. While the British people and even their Monarch might feel quite a bit confused to hear someone called “Perera Sir”, right across Sri Lanka and its neighbouring nations. Yet for all that, it is simply the most natural and fusion technique to bridge and integrate traditional deference and admiration with modern expressive English.
by Dr B. J. C. Perera
Specialist Consultant Paediatrician and Honorary Senior Fellow,
Postgraduate Institute of Medicine, University of Colombo, Sri Lanka.
An independent freelance correspondent.
Features
The Murder Room
Tales of Mystery and Suspense – 8
The Murder Room gets its title from a room of that name in a museum dedicated to Victorian memorabilia, including famous murders, which are featured in that room. But the first murder in the story occurs outside, when one of the trustees, who had been against renewing the lease of the building – which would have meant the museum having to close – is set on fire when he comes to the museum late one evening to pick up the car in which he went away for weekends. This was a regular habit, and the murderer had obviously lain in wait, with a can of petrol, and set him on fire.
I took several books with me when I went to England earlier this year, but as usual I read hardly any of them, finding enough and more of interest in the shelves of those I stayed with. My first stop was at New College, where, as on several previous occasions I stayed in what is known as the Bishop’s Room, on the topmost storey of the Warden’s Lodgings. Sadly, I shall not stay there again, for my friend who has been Warden there for a decade now, Miles Young, retires this year.
The bookshelves there have much of interest though on the last couple of occasions I have concentrated on the detective stories, which Miles says are not his, but came with the house. The second I read this time was by the generally workmanlike P. D. James, whose Adam Dalgliesh is in the long line of whimsical but efficient detectives that has Hercule Poirot at its head. Though I had not been impressed by the one novel I read, featuring James’ female detective, Dalgliesh, I liked it, and this novel confirmed my affection.
The Murder Room
gets its title from a room of that name in a museum dedicated to Victorian memorabilia, including famous murders, which are featured in that room. But the first murder in the story occurs outside, when one of the trustees, who had been against renewing the lease of the building – which would have meant the museum having to close – is set on fire when he comes to the museum late one evening to pick up the car in which he went away for weekends. This was a regular habit, and the murderer had obviously lain in wait, with a can of petrol, and set him on fire.
The other two trustees, his brother and his sister, obviously benefited from his death, for they promptly renewed the lease. The employees of the museum also clearly benefited, for they had all found some sort of refuge here. These included the caretaker/cleaner, who lived in a cottage on the premises, a manager who was unpaid but used the place for his research, the receptionist, who also looked after the flat at the museum which was used by the sister, and two volunteers plus a gardener’s boy.
The caretaker, Tally, came across the fire before discovery had been intended, for an evening class everyone knew she went to on Fridays had been cancelled. On her way in she was knocked off her bicycle by a speeding car, the driver of which stopped to make sure she was safe, before speeding off again. She manages then to summon everyone else, including Dalgliesh, who had visited the museum for the first time a few days earlier, brought by a friend who relished its strange attractions.
The museum has to be closed for a few days while investigations are carried out, but in the course of them the friend brings some transatlantic visitors, and when they are in the Murder Room a chest (in which a body had been supposed to have been hidden in Victorian times) is opened, and a body found there. That murder, the autopsy indicated, had taken place around the time of the first murder.
The body was that of a girl who had attended a finishing school part-owned by the Dupayne sister. When Tally, by chance, sees the man who had knocked her down, and identifies him as a Lord who was known for his philanthropy, Dalgliesh realises that there are wheels within wheels here. The Lord confesses that he belonged to a group that met for promiscuous sex in the flat, and that he had planned to meet the girl there but she had not turned up.
Lord Martlesham, when the girl failed to appear, thought he should get away after the fire broke out. It was then that he had bumped into Tally, and his stopping to make sure she was all right indicated that he could not have been the murderer. Dalgliesh then deduced that the murderer had seen the girl at the window of the murder room, from which she must have seen the preparations for the murder. That was why she too had been killed.
Dalgliesh then has a fair idea of who the murderer was, but in waiting for proof, he leaves room for yet another murder to happen. For Tally, who had been mulling over something said on the night of the murder, asking about the petrol that caused the fire, realized that she had not mentioned petrol herself. This happened on her way back to her cottage, and not having a phone herself she goes into the museum to call, and then gets back to her cottage and locks herself in.
But then she hears her cat howling and goes out to find him strung up. She cuts him down, but when she goes back to the cottage the murderer is waiting and knocks her down. That happens in the section called The Third Victim, but this is in fact a boy on a motorbike knocked down by the speeding car of the escaping murderer. So Dalgliesh is able to effect an arrest when he turns up as summoned, and fortunately is in time to resuscitate Tally and send her to hospital.
The reason for the murder and the identity of its perpetrator are then fairly straightforward, though the background to the second murder introduces an element of loose living that contrasts with the Victorian age, or at least the image it projected – undercut though that is by the murders highlighted in the Murder Room with their sexual overtones.
And there is another louche element in the adventures of the gardener’s boy, who lives with a Major who is homosexual, though he declares, truthfully it seems, that he was not attracted at all to the boy but had given him shelter because of his vulnerability. He is generally charming, but capable of rages, in one of which he knocked down the major, though he was forgiven. He had taken shelter with Tally, who was fond of him but decided she preferred to live alone, which was why she had sent him away the day before she was attacked.
The murdered brother was a psychiatrist, and it turns out that the mysterious weekends he spent away from his London home were spent at country inns, where he took long walks to clear his mind of the demons his practice kept bringing into it. His profession also contributed to his death, in addition to his standing in the way of the museum continuing to exist, for one of his patients, connected to the murderer, had set fire to herself.
Solid plotting, with all the loose ends tied up, of incidents and the bizarre cast of characters.
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