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Comparative study of Boeing and Airbus – Part III 

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The Flight Management System (FMS) Display and Input Keys, the Human/Machine Interphase in modern times.

Aircraft automation

In 1914, an American, Lawrence Sperry, demonstrated gyroscope-stabilised, straight-and-level flight in Paris. This was the beginning of the automatic pilot. As years passed and flight distances got longer, automatic pilots for aircraft were introduced to carry out the mundane task of physical flying, and to free the pilot’s mind to navigate, communicate and manage the flight. Not all Airline people were happy when autopilots were introduced.

 “I pay those guys to fly, so let them fly. I’ll be damned if I’ll pay them to just sit there.”

Eddie Rickenbacker

WWI Veteran and Chairman of Eastern Airlines, USA

 Those early autopilots were ‘dumb and dutiful.’ Pilots referred to the autopilot as ‘George’. With the advent of digital computers and satellite technology, even the other two functions (navigation and communication) were taken over by automatics, and a Flight Management system (FMS) was introduced. Once the route was programmed, the FMS even tuned the required radio frequencies automatically in the vicinity, for navigation.

The Flight Management System (FMS) Display and Input Keys, the Human/Machine Interphase in modern times.

Airbus flight instructors used to say that if the Inertial Reference Systems were the brain of the aircraft the FMS was the heart. In addition, a host of parameters, from the operating condition of the engines to what movies are watched by passengers, can be monitored through telemetry from the ground in real time.

 HUMAN FACTORS

A psychologist named David Beaty, formerly a World War II RAF pilot (for which he was awarded the DFC with bar) and BOAC Captain, propounded that there are many ‘Human Factors’ behind aircraft accidents. Beaty was born in Hatton, Ceylon in 1919 to a Methodist minister and his wife, both on a missionary posting from Britain, and received his early education at Kingswood College, Kandy. When Beaty first mooted his ‘human factors in aircraft accidents’ concept in 1967 it was regarded as controversial. After all, aviators were supposed to be supermen, not normal human beings.

As an extension of his passion for aircraft accident investigation, Beaty became a prolific and celebrated writer of novels, almost all with an air accident theme. Perhaps the best-known novel by Beaty is Cone of Silence, which was later adapted for the movie of the same name (renamed ‘Trouble in the Sky’ for US audiences). Another is The Temple Tree, the (fictional) story of a ‘plane crash at Colombo Airport, Katunayake.

It gradually dawned on accident investigators that what Beaty was saying was true, and indeed the human condition was the weakest link. As such, something needed to be done to improve that aspect of aviation safety. Two landmark accidents, both in the USA, provided added impetus: the crashes of an Eastern Air Lines Lockheed L-1011 TriStar in 1972, and a United Airlines DC-8 (1978). In both instances the pilots were distracted from the task at hand by mundane, peripheral matters and lost the ‘big picture’.

Many human factors experts realised that pilots must be taught to (1) know themselves, (2) know their crew, (3) know their aircraft and equipment, (4) know their priorities and, above all (5) constantly evaluate the risks. Thus, a new classroom subject called ‘Crew Resource Management’ (CRM) was born. Although, at first, it was thought by some that CRM was a case of ‘too many cooks’ and no one ‘minding the shop’.

the situation further, some aircraft manufacturers attempted to automate more pilot functions and design the human out of the system. The first crewmember to be dispensed with was the Radio Officer. Then came the job of Navigator, and lastly the Flight Engineer. Airline managements welcomed the new cockpit complement as high crew salaries were a part of the companies’ fixed costs, so the absence of those now-redundant jobs was a great saving. From the air safety point of view, the flight deck lost extra pairs of eyes with only a Captain and First Officer at the ‘pointy end’. Meanwhile, accident rates remained unacceptably high. There are suggestions now to have only a single pilot in large airliners purely to save money!

In reality, the reduction of errors on the flight deck was an impossibility, as humans still designed, built, operated, maintained, managed and regulated aircraft operating systems. ‘Threats and Errors’ could exist anywhere. Automation was meant to support the crew in a certain set of given conditions, not replace them. It was incapable of judgement. An oft-repeated story is that of a computer that was asked: ‘if there were two clocks, one of which had stopped, the other running one second slow, which would give the more accurate time?’ In its high-tech ‘wisdom’ and logic, the computer deduced that it was the clock that had stopped, as it gives the correct time twice a day, while the other never gave the accurate time!

 FLY BY WIRE AIRCRAFT

In the 1980s, when Airbus designed the A320 aircraft, they said that the flight control computers (seven in all) were so advanced, software would have taken 800 man-years to check them. The manufacturer took the next best option of getting two different vendors to write the software for redundant systems so that one system could monitor the other.

Interestingly, as stated before, some of the algorithms for the ‘fly by wire’ computers were developed by a young Sri Lankan scientist/engineer named Gemunu Silva (1943-2021), who in the 1970s was given use of the only hybrid computer in France. His work at Toulouse eventually became the property of the French government.

Because of economic pressures, no aircraft is a mature product when it is introduced to the line. Modifications are done on the go, after introduction. Sometimes, blood needs to be spilt for positive changes to happen. That is a sad fact in aviation. The world’s pilots were still unprepared to accept the A320’s new level of automation.

Initially, Indian Airlines pilots went on strike and refused to fly the A320. It was called the ‘Scare Bus’. After three fatal crashes the A320 was also dubbed the ‘John Wayne of the Skies’, because it crashed through forests (Basel, Switzerland; 1988), ‘climbed’ mountains (Strasbourg, France; 1992), and killed Indians (Bangalore; 1990). Many meetings were held by the International Federation of Airline Pilots’ Associations (IFALPA) to address the A320’s human factors problems. Thankfully, we humans adapted to the new technology, and today the A320 and its numerous derivatives are the world’s safest and most popular aircraft.

In modern ‘glass cockpit’ aircraft, pilots are expected to disregard their feel to a large extent and fly by what they see on their electronic instruments displayed in colour-coded cathode ray tubes (CRTs) and LED (light-emitting diode) screens. The early A320 accidents, following the type’s introduction, were mostly the result of pilots’ misinterpretation of these instruments. This was the man-machine interface.

 But automation brought a host of other problems for human operators who now had to spend more time on monitoring duties, which in turn caused complacency and boredom. However improbable, automatics tend to fail at the most critical time. Because of this, during critical phases such as automatic landings, aircraft have either two or three autopilots monitoring each other.

The differences in basic autopilot philosophies of the two main big-jet manufacturers, Boeing and Airbus, are that while Boeing strived to have the automatics ‘human-centred’ with flight control feedback to give an indication to the pilots as to what the autopilots are doing, Airbus airplanes’ controls didn’t move at all, with pilots having to constantly update their situational awareness by asking “What is it doing now?”

Situational awareness is knowing what is going on around you. To know whether the engines were spooling (powering) up or down, in the early days of the A320 – as incredible as it sounds – pilots kept their feet flat on the flight deck floor; unlike in Boeing aircraft, the Airbus engine throttles didn’t move in keeping with engine power, so an immediate underfloor (engine) vibration, or lack of it, gave a good indication of what the engines were doing.

Another basic difference was that the warning systems in the older Boeings told pilots what was wrong. Calling for the relevant checklist was left to the pilots’ judgement.

Later Boeings such as the 777 and the 787 Dreamliner have fallen in line with Airbus practice by prioritising checklists. In both types of aircraft, a statement commonly made by the pilots is: “I have never seen that happen before.” Both manufacturers absolve themselves by saying, “If unsure, fly manually or at an acceptable level of automation”. However, in all ‘fly by wire’ aircraft there is no real manual mode. (i.e.) No cables and pulleys. What the pilots do is to program the autopilot computers through their flight controls. Even the engines are controlled by an electronic  ‘FADEC’ (Full Authority Digital Engine Control).

Besides, all this high technology in the flight deck has introduced more than 15 audio warnings in the form of synthetic voices, bells, and whistles which the pilots have to identify by memory, differentiate, and carry out a split-second rectification action. Identifying the warnings incorrectly could be a matter of life and death.

Such was the case in the Helios Airways Boeing 737 crash in August 2005. During routine pre-flight maintenance, automatic cabin pressurisation had been switched off by maintenance engineers in order to run a test; but the disabled system had been overlooked by the pilots when carrying out their pre-flight checks. On the climb-out, when the Cabin High Altitude audio warning horn sounded, the pilots identified it as the Take-off Configuration Warning horn and did nothing as they were climbing out safely and not in the take-off phase. Consequently, everyone on board was starved of oxygen at high altitude, becoming unconscious or dying before the aircraft, flying on autopilot, crashed when its fuel supply eventually ran out.

In another incident, an Air France Airbus A330 aircraft operating from Rio de Janeiro to Paris crashed in the Atlantic Ocean (June 2009) after encountering a heavy thunderstorm. The synthetic voice and an attention-getting bell sounded no less than 75 times, alerting the crew that they were falling out of the sky, before the aircraft descended to its watery doom. Why did the crew not react? Was there the ‘startle factor’? Was it a matter of inexperience and inadequate training? It all happened in the space of six vital minutes. The human factors element involved in that crash is the subject of an entire book.

 INTO THE FUTURE

The Pilot/Aircraft interaction is through the Flight Management System (FMS) in the long term and directly to the Autopilot in the short term. According to many experts, the aircraft automation of today, while being quite smart, cannot be called ‘Artificial Intelligence’ (AI).

The systems still rely on data that has been defined by fallible human beings (the old computing adage: “Garbage in, garbage out)”.

 Pilots are taught to operate modern aircraft on a ‘need to know’ basis due to economic pressures. Keeping a pilot in a classroom for a comprehensive ‘nuts and bolts’ program or simulator session is a loss of productivity.

 While on the subject of automation, one of the ‘coolest’ devices the writer found in the Boeing 747 aircraft was a warning light and an audio ‘ping’ that come on if no switch activation has taken place in the flight deck for a specific period of time, with the accompanying message saying, “Pilot Input required”. Cancelling the warning is itself a pilot action which silences the electronic ‘watchdog’ for a while. This effectively relieves boredom on long flight sectors while ensuring that pilots stay awake.

Many experts believe that to achieve ‘AI’ status in automation, as many possible scenarios to specific problems as possible could be fed into the on-board computers, which then will select the most appropriate solution in the case of an emergency. But more refinements to this need to be done. Without a confusing horn, could a voice warning such as “Cabin Pressure” have saved the Helios Airways crew and their passengers? Conversely, in the Air France crash the voice warning also urging the appropriate corrective action, e.g. “Stall. Stall. Get Nose Down”, would have helped.

In the present context, the performance of ‘Stone Age’ human operators are still limited by hunger, humidity, lack of sleep, vibration, stress, fatigue, jetlag, optical illusions and spatial disorientation. There is a long way to go in addressing all of these factors. Airline managements, which are often ‘bottom line only’-orientated, still indulge in ‘penny pinching’ and ‘pilot pushing’, thereby contributing additional mental and physical stresses to crewmembers.

Quick turnarounds, minimum rest, inadequate time to unwind among friends and relatives, inappropriate financial inducement to fly on days off which are planned for the specific purpose of reducing cumulative fatigue, are some of the challenges that the airline industry faces today. The chances of making mistakes are greater in such environments.

Each individual is different, and therefore the lowest common denominator may have to be considered by the regulators. Human intelligence and the ability to make mistakes are two sides of the same coin. According to many experts, a ‘zero error’ target in air operations is impossible to achieve. What should be in place is an ‘error tolerant’ system, where human errors are detected, trapped and mitigated. The ICAO recommends that rather than being reactive, the industry should be proactive, predictive and preventive. Understanding the cause behind the cause of incidents and accidents, in terms of human factors is the Final Frontier.

 In the more advanced Airbus airplanes not only did the warning tell you what was wrong but followed the pilot through a series of tasks to bring the unserviceable system back to an acceptable level of serviceability.

(The writer is a retired Airline Captain. He was a Human Factors and CRM facilitator for a Far Eastern airline, and has flown Lockheed L-1011, Boeings 737, 707 & 747, and Airbus A320, A330 & A340.aircraft.

Former member of the Civil Aviation Authority (CAASL) Accident Investigation Team. The incumbent OPA representative for ‘Aviation’.)



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The Ramadan War

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Benjamin Netanyahu, Donald Trump and Mojtaba Khamenei

A Strategic Assessment of a Conflict Still Unresolved

The Unites States of America and its ally, Israel attacked Iran on 28 February, or the 10th day of the month of Ramadan. More than a month of intense fighting has passed since, and the Ramadan War has settled into a grinding, attritional struggle that defies early declarations of victory. Despite sustained U.S. and Israeli air and naval bombardment, Iran remains standing, and continues to strike back with a level of resilience that has surprised many observers. The conflict has evolved into a contest of endurance, adaptation, and strategic innovation, with each side attempting to impose costs the other cannot bear.

Iran’s response to the overwhelming airpower of its adversaries has been both simple and devastatingly effective: saturate enemy defences with swarms of inexpensive drones and older ballistic missiles, forcing them to expend costly interceptors and reveal radar positions, and then follow up with salvos of its most advanced precisionguided missiles. This layered approach has inflicted severe physical damage on Israel and has shaken its national morale. The country has endured repeated missile barrages from Iran and rocket fire from Hezbollah, straining its airdefence network and pushing its civilian population to the limits of endurance.

The United States, meanwhile, has been forced to evacuate or reduce operations at several bases in the Gulf region due to persistent Iranian drone and missile attacks. For both the U.S. and Israel, the war has become a test of strategic credibility. For Iran, by contrast, victory is defined not by territorial gains or decisive battlefield outcomes, but by survival, and by continuing to impose costs on its adversaries.

The central strategic objective for the U.S. has now crystallised: reopening the Strait of Hormuz to secure global energy flows. Ironically, the Strait was open before the war began; it is the conflict itself that has rendered it effectively closed. Air and naval power alone cannot achieve this objective. The geography of the Strait, combined with Iran’s layered defences, means that any lasting solution will require ground forces, a reality that carries enormous risks.

U.S. Strategic Options

The United States faces five broad operational options, each with significant drawbacks.

1. Seizing Kharg Island

Kharg Island handles roughly 90% of Iran’s oil exports, making it an attractive target. However, it lies only a short distance from the Iranian mainland, where entrenched Iranian forces maintain dense networks of missile batteries, drones, artillery, and coastal defences. Any attempt to seize Kharg would require first neutralising or capturing the adjacent coastline, a costly amphibious and ground operation.

Even if successful, this would not reopen the Strait of Hormuz. It would merely deprive Iran of export capacity, which is not the primary U.S. objective. At least ostensibly not; there are those who argue that the U.S. simply wants to take over Iran’s petroleum (see below).

2. Forcing the Strait of Hormuz by Naval Power

Sending U.S. naval forces directly through the Strait is theoretically possible but operationally hazardous. Iran has mined all but a narrow channel hugging its own shoreline. That channel is covered by overlapping fields of antiship missiles, drones, artillery, and coastal radar. Clearing the mines would require prolonged operations under fire. Attempting to push through without clearing them would risk catastrophic losses.

3. Capturing Qeshm, Hengam, Larak, and Hormuz Islands

These islands dominate the Iranian side of the Strait and host radar, missile, and drone installations. Capturing them would degrade Iran’s ability to close the Strait, but the islands are heavily fortified, and the surrounding waters are mined. Amphibious assaults against defended islands are among the most difficult military operations. Even success would not guarantee the Strait’s longterm security unless the mainland launch sites were also neutralised.

4. Invading Southern Iraq and Crossing into Khuzestan

This option would involve U.S. forces advancing through southern Iraq, crossing the Shatt alArab waterway, and pushing into Iran’s Khuzestan province — home to most of Iran’s oilfields. The terrain is difficult: marshes, waterways, and narrow approaches. Iranian forces occupy the high ground overlooking the plains.

While this route would allow Saudi armoured forces to participate, it would also expose U.S. and allied logistics to attacks by Iraqi Shia militias, who have already demonstrated their willingness to target U.S. assets. The political and operational risks are immense.

5. Capturing Chabahar and Advancing Along the Coast

The most strategically promising — though still costly — option is seizing the port of Chabahar in southeastern Iran and advancing roughly 660 kilometres along the coast toward Bandar Abbas. This approach offers several advantages:

· Distance from Iran’s core population centres complicates Iranian logistics.

· Chabahar’s deepwater port (16m draught)

would provide a valuable logistics hub.

· U.S. carriers could remain at safer standoff distances

, supporting operations without entering the Strait.

· The coastal route allows naval gunfire and missile support

to assist advancing ground forces.

· Local Baluchi insurgents

could provide intelligence and limited support.

· Capturing Bandar Abbas would

outflank Iran’s island defences and effectively reopen the Strait.

This option is likely to form the backbone of any U.S. ground campaign, potentially supplemented by diversionary attacks by regional partners to stretch Iranian defences.

The Limits of U.S. Superiority

The United States retains overwhelming superiority in naval power and manned airpower. But whether this advantage translates into dominance in unmanned systems or ground combat is far from certain.

The 2003 invasion of Iraq is often cited as a model of U.S. military prowess, but the comparison is misleading. Iraq in 2003 had been crippled by a decade of sanctions. Its forces lacked modern mines, antitank missiles, and effective air defences. Tank crews had little training; some could not hit targets at pointblank range. RPG teams were similarly unprepared. The U.S. enjoyed numerical superiority in the theatre and total control of the air, allowing it to isolate Iraqi units and prevent reinforcement.

Even under those favourable conditions, Iraqi forces managed to delay the U.S. advance. At one point, forward U.S. units nearly ran out of ammunition and supplies, forcing the diversion of forces intended for the assault on Baghdad to secure the lines of communication.

Iran is not Iraq in 2003. Its armed forces and industrial base have adapted to nearly half a century of sanctions. It produces its own drones, missiles, artillery, and armoured vehicles. It has built extensive underground facilities, hardened command posts, and redundant communication networks.

Moreover, the battlefield itself has changed. The RussoUkrainian war demonstrated that deep armoured penetrations – once the hallmark of U.S. doctrine – are now extremely vulnerable to drones, loitering munitions, and precision artillery. The result has been a return to attritional warfare reminiscent of the First World War, with front lines stabilising into trench networks.

Yet, as in the First World War, stalemate has been broken not by massed assaults but by small, highly trained teams infiltrating thinly held lines, identifying targets, and guiding drones and artillery onto enemy positions deep in the rear. Iran has studied these lessons closely.

Mosaic Defence and Transformational Warfare

Iran’s military doctrine has evolved significantly over the past two decades. Its “mosaic defence” decentralises command and control, ensuring that even if senior leadership is targeted, local units can continue operating autonomously. This structure proved resilient during the initial waves of U.S. and Israeli strikes.

Iran has also absorbed lessons from U.S. “shock and awe” operations. The botched U.S. invasion of Grenada in 1983 exposed weaknesses in joint operations, prompting the development of “effectsbased operations,” “rapid dominance” and the broader concept of “transformational warfare.” These doctrines (better known colloquially as “Shock and Awe”), influenced by Liddell Hart and Sun Tzu, emphasised simultaneous strikes on strategic targets to paralyse the enemy’s decisionmaking.

While the U.S. struggled to apply these concepts effectively in Iraq and Iran, Tehran has adapted them for asymmetric use. Its drone and missile campaigns have targeted not only military assets but also economic infrastructure and psychological resilience. Israel’s economy and morale have been severely tested, and the United States finds itself entangled in a conflict that offers no easy exit.

Iran has also pursued a broader strategic objective: undermining the petrodollar system that underpins U.S. financial dominance. By disrupting energy flows and encouraging alternative trading mechanisms, Iran seeks to weaken the economic foundations of U.S. power.

Will the USA Achieve Its War Aims?

The United States’ core objective appears to be securing control over global energy flows by reopening the Strait of Hormuz and limiting China’s access to Middle Eastern oil before it can transition to alternative energy sources. Whether this objective is achievable remains uncertain.

A ground campaign would be long, costly, and politically fraught. Iran’s defences are deep, layered, and adaptive. Its drone and missile capabilities have already demonstrated their ability to impose significant costs on technologically superior adversaries. Regional allies are cautious, and global support for a prolonged conflict is limited.

The United States retains overwhelming military power, but power alone does not guarantee strategic success. Iran’s strategy is simple: survive, adapt, and continue imposing costs. In asymmetric conflicts, survival itself can constitute victory.

In Frank Herbert’s Dune, the protagonist, Paul Muad’dib says “he who can destroy a thing, controls a thing.” This is the essence of Iranian strategy – they have a stranglehold on petroleum supply, and can destroy the world economy. Trump has had to loosen sanctions on both Iran’s and Russia’s oil, simply to prevent economic collapse.

The Ramadan War has already reshaped regional dynamics. Whether it reshapes global power structures will depend on how the next phase unfolds, and whether the United States is willing to pay the price required to achieve its aims.

by Vinod Moonesinghe

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Nayanandaya:A literary autopsy of Sri Lanka’s Middle Class

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“Nayanandaya,” meaning the enchantment of indebtedness, is Surath de Mel’s latest novel. True to his reputation as a maximalist writer, de Mel traverses the labyrinth of middle-class struggles; poverty, unemployment, the quest for education, through a father’s fragile dreams. The novel unfolds around Mahela, his son, his friendships, and the fragile relationships that keep him tethered to life.

“Happiness is not a destination; it is a journey. There are no shortcuts to it. At some point, the path you thought was right will be wrong. You have to make sacrifices for it.”

These words, uttered by the protagonist Mahela to his ten-year-old son, is the silent mantra of every middle-class parent. A common urban middle-class father’s yearning for his child to climb the ladder he himself could not ascend.

A Socio-Political Mirror

Sri Lanka’s middle class remains trapped in paradox. They are educated but underemployed, salaried but indebted, socially respected yet politically invisible. Structural inequalities, economic volatility and populist politics inclusively contribute to keep them “forever middle”.

Through protagonist Mahela, who is sometimes a graphic designer, sometimes a vendor and always a failure Surath de Mel sketches the deficiencies of an education system that does not nurture skills of the students. Sri Lanka boasts about high literacy rates, yet the economy cannot absorb the thousands of graduates produced into meaningful work. Underemployment becomes the inheritance of the middle class. With political connections often the stories can be transformed. De Mel pens it in dark humour to expose these truths:

“Some notorious writer once sneered in a newspaper, ‘Give your ass to the minister, and you’ll earn the right to keep it on a bigger chair.’ Countless people waiting in ministers’ offices, pressing

their backsides to seats, carrying the weight of their own lives.”

Childhood Trauma and Its Echoes

Surath de Mel frequently weaves psychoanalysis into his fiction. In Nayanandaya, he captures the lingering shadows of childhood trauma. Mahela, scarred by a loveless and fractured youth, suffers phobic anxiety and depression, apparently with a personality disorder as an adult. His confession at the psychologist reveals it out:

“Childhood? I didn’t have one. I was fifteen when I was born.”

Here, Mahela marks his true birth not at infancy, but at the death of his parents. This statement itself reveals the childhood trauma the protagonist had gone through and the reader can attribute his subsequent psychological struggles as the cause of it.

Surath de Mel

From a Lacanian perspective, trauma is not just something that happens to a child; it is a deep break in how the child understands the world, themselves, and others. Some experiences are too painful to be put into words. Lacan calls this the Real — what cannot be fully spoken or explained. This pain does not disappear but returns later in life as anxiety, fear, or obsessive compulsive disorder.

This trauma disturbs the child’s sense of self and their place in society. When language fails to make sense of loss, the mind creates fantasies to survive. These fantasies quietly shape adult desires, relationships, and choices.

In Nayanandaya, childhood trauma of the protagonist does not stay buried — it lives on, shaping the adulthood in unseen ways. In the narrative, Mahela’s struggles are not just personal failures but the result of a past that was never given words.

Tears of Fathers – Forgotten in Sri Lankan Literature

Sri Lankan literature has long been attentive to suffering — especially rural poverty, social injustice, and the silent endurance of women and single mothers. Countless novels, poems, and songs have given voice to maternal sacrifice, female resilience, and women’s oppression.

Yet, within this rich narratives, the quiet grief of the urban middle-class father remains mostly unseen. Rarely does fiction pause to examine the emotional lives of men who shoulder responsibility without language for their pain. These masculine tears are private, swallowed by routinely and masked by humour or silence. Definitely never granted literary space.

In Nayanandaya, Surath de Mel breaks this silence. Through Mahela, he lends voice to these overlooked men — fathers whose love is expressed through sacrifice rather than speech. However, de Mel does not romanticise the tears. Rather he humanises them. He allows their vulnerabilities, anxieties, and quiet despair to surface with honesty and compassion. In doing so, Nayanandaya fills a striking gap in Sri Lankan literature, reminding us that fathers, too, carry invisible wounds.

Literary value

With Nayanandaya, Surath de Mel reaches a new pinnacle in his literary craft. His language is dense yet lyrical, enriched with similes, metaphors, irony, and a full range of literary tools deployed with confidence and control.

One of the novel’s most touching narrative choices is the personification of Mahela’s son’s soft toy, Wonie. Through personified Wonie, de Mel captures the two most touching incidents in the entire novel . This simply reveals the author’s artistic maturity, transforming a simple object into a powerful emotional conduit that anchors the novel’s tenderness amidst its despair.

At a deeper symbolic level, Mahela himself can be read as more than an individual character, but a metaphor for Sri Lanka — a nation struggling under economic hardship, clinging to impractical dreams, witnessing the migration of its people, and drifting towards a slow, painful exhaustion. His personal failures could mirror the broader decay of social and economic structures. This symbolic reading lends Nayanandaya a haunting national resonance.

Today, many write and many publish, but only a few transform language into literature that lingers in the reader’s mind long after the final page. Surath de Mel belongs to that rare few. In a literary landscape crowded with voices, he remains devoted to art rather than popularity or trend. As a scholar of Sinhala language and literature, de Mel writes with intellectual depth, dark humour, and deep human empathy.

In conclusion, Nayanandaya is not merely a story; it is social commentary, psychoanalytic reflection, and tragic poetry woven into richly textured prose. With this novel — a masterful interlacing of love, debt, and fragile dreams — Surath de Mel engraves a distinctly Dostoevskian signature into Sinhala literature.

Reviewed by Dr. Charuni Kohombange

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Domestic Energy Saving

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Around 40 percent of the annual energy we use is consumed in domestic activities. Energy is costly, and supply is not unlimited. Unfortunately, we realize the importance of energy – saving only during the time of a crisis.

If you adopt readily affordable energy-saving strategies, you will cut down your living expenditure substantially, relieving the energy burden of the nation. Here are some tips.

Cooking:

Cooking consumes a good portion of domestic energy demand and common practices, and negligence leads to 30 – 40 percent wastage. A simple experiment revealed that the energy expenditure in boiling an egg with the usual unnecessary excess water in an open pan is nearly 50 percent higher than boiling in a closed lid pan with the minimal amount of water. In an open pan, a large quantity of heat is lost via convection currents and expulsion of water vapor, carrying excessive amounts of heat energy (latent heat of vaporisation). Still, most of us boil potatoes for prolonged intervals of time in open receptacles, failing to realise that it is faster and more efficient to boil potatoes or any other food material in a closed pan. About 30 – 40 percent of domestic cooking energy requirements can be cut down by cooking in closed-lid pans. Furthermore, food cooked in closed pans is healthier because of less mixing with air that causes food oxidation. Fat oxidation generates toxic substances. In a closed- lid utensil (not tightly closed), food is covered with a blanket of water vapor at a positive pressure, preventing entry of air and therefore food oxidation.

Overcooking is another bad habit that not only wastes energy but also degrades the nutritional value of food.

Electric kettle:

For making morning or evening tea or preparing tea to serve a visitor. Do not pour an unnecessarily large quantity of water into the electric kettle. Note that the energy needed to make 10 cups of tea is ten times that of one cup.

Electric Ovens:

Avoid the use of electric ovens as far as possible. Remember that foods cooked at higher temperatures are generally unhealthy, and even carcinogens are formed when food is fried at higher temperatures in an oven. If ever you need to bake something in an oven, limit the number of times you open the door. Use smaller ovens adequate for the purpose and not larger ones just for fashion.

Refrigerators:

Refrigerators consume lots of energy. Do not use over-capacity refrigerators just for fashion. Every time you open the fridge, more electricity is used to reset the cooling temperature. Plan your access to the appliance accordingly. Check whether the doors are properly secured and there are no leakages. Keep the fridge in a cooler location, not hit by direct sunlight and away from warmer places in the kitchen. Remember that turning off the fridge frequently will not save energy, instead it draws more energy.

Use of gas burners:

Do not use oversized utensils. Keep the lid closed as far as possible to prevent the escape of heat. Remember that excessive amounts of heat energy are carried away by a large surface-area conducting utensil. Do not open the gas vent to allow the flame to flash outside the vessel. A flame not impinging on the pan would not heat it, and gas is wasted. Ensure that the flame is blue. Frequently check whether gas vents are clogged with rust and carbon. Frequently, cooking material in the pan drops into the gas vents, and salt there corrodes the gas vents. Cleaning and washing would be necessary. Do not prolong cooking, taking time to prepare ingredients and adding them to the pan intermittently. Add ingredients at once and before switching the burner. If the preparation of a dish is prolonged to slow the cooking, use earthenware pots rather than metallic ones. An earthenware pot, being thermally less conducting retain heat.

Firewood for cooking:

Do not attempt to eliminate the use of firewood in cooking. If you are living in a village area, the exclusive use of LPG gas is an unnecessary expenditure. Large smoke-free, efficient oven designs are now available. If you are compelled to use gas, keep the option of firewood ovens, especially for prolonged cooking. Admittedly, there are locations, especially in cities, where the use of firewood is unsuited.

Hot water showers:

Before installing hot water showers, reconsider whether they are really necessary in a hot tropical climate. Go for solar water heaters, although the installation cost is high. Instant water heaters consume much less electricity compared to geysers with water tanks. Now, cheap and safe instant water heaters are available.

Lighting:

Arrange and design your residence to optimise daytime illumination until late evening. If you are constructing a new house, take this issue into account. Use LED lamps, which provide the same illumination for 85 percent less energy. In study rooms and areas that require prolonged illumination, paint the walls white. Angle – poised LED lamps with very low voltage are available. Use them for reading and studies. Routinely clean the surfaces of all lamps. Dust deposition cuts off light.

Air conditioning and ventilation:

Air conditioning consumes prohibitively large quantities of electrical energy. You can avoid air conditioning by optimising ventilation. The principle is to have air entry points (windows) in the house near the ground level and exit points (vents or windows) near the roof. Ground level is cooler, and the region near the roof is warmer. Thus, a cool air current enters the house near the ground level and hot air is drawn by the vents near the roof. The region near the ground can be rendered cooler by planting trees. Architectural designs are available to optimise this effect. You can sense the direction of air motion by holding a thin strip of paper near the windows at the ground and near the roof level. In addition to ceiling fan, install exhaust fans in the upper points of the house to remove hot air and draw cooler air through windows near the ground. Reduce the amount of sunlight hitting the roof by shading with trees. There are techniques for increasing the reflectance of the roof with paints and other designs.

Transportation:

A good portion of your budget is drained by transportation. Irrespective of who you are, use public transport if convenient and available. As much as possible, use the telephone and email to get your things done. If the officers do not comply for no valid reason, complain. Plan your trips to the town to do several things at the same time. Whenever possible, plan to share transport. Buy energy – efficient small vehicles. Routinely examine your vehicle for energy efficiency, i.e. correct tire pressure etc.

Charge electric vehicles off peak hours. Slow charging reduces heat generation in the circuit, reducing energy loss.

Energy is costly and limited in supply. Everything you do consumes energy. Be energy conscious in all your deeds. That attitude will reduce your expenditure, lessen the environmental degradation and financial burden of the nation in importing fuel.

Educating the general public is the most effective way of implementing energy-saving strategies.

By Prof. Kirthi Tennakone
(kenna@yahoo.co.uk)

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