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
Cyclones, greed and philosophy for a new world order
Further to my earlier letter titled, “Psychology of Greed and Philosophy for a New World Order” (The Island 26.11.2025) it may not be far-fetched to say that the cause of the devastating cyclones that hit Sri Lanka and Indonesia last week could be traced back to human greed. Cyclones of this magnitude are said to be unusual in the equatorial region but, according to experts, the raised sea surface temperatures created the conditions for their occurrence. This is directly due to global warming which is caused by excessive emission of Greenhouse gases due to burning of fossil fuels and other activities. These activities cannot be brought under control as the rich, greedy Western powers do not want to abide by the terms and conditions agreed upon at the Paris Agreement of 2015, as was seen at the COP30 meeting in Brazil recently. Is there hope for third world countries? This is why the Global South must develop a New World Order. For this purpose, the proposed contentment/sufficiency philosophy based on morals like dhana, seela, bhavana, may provide the necessary foundation.
Further, such a philosophy need not be parochial and isolationist. It may not be necessary to adopt systems that existed in the past that suited the times but develop a system that would be practical and also pragmatic in the context of the modern world.
It must be reiterated that without controlling the force of collective greed the present destructive socioeconomic system cannot be changed. Hence the need for a philosophy that incorporates the means of controlling greed. Dhana, seela, bhavana may suit Sri Lanka and most of the East which, as mentioned in my earlier letter, share a similar philosophical heritage. The rest of the world also may have to adopt a contentment / sufficiency philosophy with strong and effective tenets that suit their culture, to bring under control the evil of greed. If not, there is no hope for the existence of the world. Global warming will destroy it with cyclones, forest fires, droughts, floods, crop failure and famine.
Leading economists had commented on the damaging effect of greed on the economy while philosophers, ancient as well as modern, had spoken about its degenerating influence on the inborn human morals. Ancient philosophers like Plato, Aristotle, and Epicurus all spoke about greed, viewing it as a destructive force that hindered a good life. They believed greed was rooted in personal immorality and prevented individuals from achieving true happiness by focusing on endless material accumulation rather than the limited wealth needed for natural needs.
Jeffry Sachs argues that greed is a destructive force that undermines social and environmental well-being, citing it as a major driver of climate change and economic inequality, referencing the ideas of Adam Smith, John Maynard Keynes, etc. Joseph Stiglitz, a Nobel Laureate economist, has criticised neoliberal ideology in similar terms.
In my earlier letter, I have discussed how contentment / sufficiency philosophy could effectively transform the socioeconomic system to one that prioritises collective well-being and sufficiency over rampant consumerism and greed, potentially leading to more sustainable economic models.
Obviously, these changes cannot be brought about without a change of attitude, morals and commitment of the rulers and the government. This cannot be achieved without a mass movement; people must realise the need for change. Such a movement would need leadership. In this regard a critical responsibility lies with the educated middle class. It is they who must give leadership to the movement that would have the goal of getting rid of the evil of excessive greed. It is they who must educate the entire nation about the need for these changes.
The middle class would be the vanguard of change. It is the middle class that has the capacity to bring about change. It is the middle class that perform as a vibrant component of the society for political stability. It is the group which supplies political philosophy, ideology, movements, guidance and leaders for the rest of the society. The poor, who are the majority, need the political wisdom and leadership of the middle class.
Further, the middle class is the font of culture, creativity, literature, art and music. Thinkers, writers, artistes, musicians are fostered by the middle class. Cultural activity of the middle class could pervade down to the poor groups and have an effect on their cultural development as well. Similarly, education of a country depends on how educated the middle class is. It is the responsibility of the middle class to provide education to the poor people.
Most importantly, the morals of a society are imbued in the middle class and it is they who foster them. As morals are crucial in the battle against greed, the middle class assume greater credentials to spearhead the movement against greed and bring in sustainable development and growth. Contentment sufficiency philosophy, based on morals, would form the strong foundation necessary for achieving the goal of a new world order. Thus, it is seen that the middle class is eminently suitable to be the vehicle that could adopt and disseminate a contentment/ sufficiency philosophy and lead the movement against the evil neo-liberal system that is destroying the world.
The Global South, which comprises the majority of the world’s poor, may have to realise, before it is too late, that it is they who are the most vulnerable to climate change though they may not be the greatest offenders who cause it. Yet, if they are to survive, they must get together and help each other to achieve self-sufficiency in the essential needs, like food, energy and medicine. Trade must not be via exploitative and weaponised currency but by means of a barter system, based on purchase power parity (PPP). The union of these countries could be an expansion of organisations,like BRICS, ASEAN, SCO, AU, etc., which already have the trade and financial arrangements though in a rudimentary state but with great potential, if only they could sort out their bilateral issues and work towards a Global South which is neither rich nor poor but sufficient, contented and safe, a lesson to the Global North. China, India and South Africa must play the lead role in this venture. They would need the support of a strong philosophy that has the capacity to fight the evil of greed, for they cannot achieve these goals if fettered by greed. The proposed contentment / sufficient philosophy would form a strong philosophical foundation for the Global South, to unite, fight greed and develop a new world order which, above all, will make it safe for life.
by Prof. N. A. de S. Amaratunga
PHD, DSc, DLITT
Features
SINHARAJA: The Living Cathedral of Sri Lanka’s Rainforest Heritage
When Senior biodiversity scientist Vimukthi Weeratunga speaks of Sinharaja, his voice carries the weight of four decades spent beneath its dripping emerald canopy. To him, Sri Lanka’s last great rainforest is not merely a protected area—it is “a cathedral of life,” a sanctuary where evolution whispers through every leaf, stream and shadow.
“Sinharaja is the largest and most precious tropical rainforest we have,” Weeratunga said.
“Sixty to seventy percent of the plants and animals found here exist nowhere else on Earth. This forest is the heart of endemic biodiversity in Sri Lanka.”
A Magnet for the World’s Naturalists
Sinharaja’s allure lies not in charismatic megafauna but in the world of the small and extraordinary—tiny, jewel-toned frogs; iridescent butterflies; shy serpents; and canopy birds whose songs drift like threads of silver through the mist.
“You must walk slowly in Sinharaja,” Weeratunga smiled.
“Its beauty reveals itself only to those who are patient and observant.”
For global travellers fascinated by natural history, Sinharaja remains a top draw. Nearly 90% of nature-focused visitors to Sri Lanka place Sinharaja at the top of their itinerary, generating a deep economic pulse for surrounding communities.
A Forest Etched in History
Centuries before conservationists championed its cause, Sinharaja captured the imagination of explorers and scholars. British and Dutch botanists, venturing into the island’s interior from the 17th century onward, mapped streams, documented rare orchids, and penned some of the earliest scientific records of Sri Lanka’s natural heritage.
These chronicles now form the backbone of our understanding of the island’s unique ecology.
The Great Forest War: Saving Sinharaja
But Sinharaja nearly vanished.
In the 1970s, the government—guided by a timber-driven development mindset—greenlit a Canadian-assisted logging project. Forests around Sinharaja fell first; then, the chainsaws approached the ancient core.
“There was very little scientific data to counter the felling,” Weeratunga recalled.
- Poppie’s shrub frog
- Endemic Scimitar babblers
- Blue Magpie
“But people knew instinctively this was a national treasure.”
The public responded with one of the greatest environmental uprisings in Sri Lankan history. Conservation icons Thilo Hoffmann and Neluwe Gunananda Thera led a national movement. After seven tense years, the new government of 1977 halted the project.
What followed was a scientific renaissance. Leading researchers—including Prof. Savithri Gunathilake and Prof. Nimal Gunathilaka, Prof. Sarath Kottagama, and others—descended into the depths of Sinharaja, documenting every possible facet of its biodiversity.
“Those studies paved the way for Sinharaja to become Sri Lanka’s very first natural World Heritage Site,” Weeratunga noted proudly.
- Vimukthi
- Nadika
- Janaka
A Book Woven From 30 Years of Field Wisdom
For Weeratunga, Sinharaja is more than academic terrain—it is home. Since joining the Forest Department in 1985 as a young researcher, he has trekked, photographed, documented and celebrated its secrets.
Now, decades later, he joins Dr. Thilak Jayaratne, the late Dr. Janaka Gallangoda, and Nadika Hapuarachchi in producing, what he calls, the most comprehensive book ever written on Sinharaja.
“This will be the first major publication on Sinharaja since the early 1980s,” he said.
“It covers ecology, history, flora, fauna—and includes rare photographs taken over nearly 30 years.”
Some images were captured after weeks of waiting. Others after years—like the mysterious mass-flowering episodes where clusters of forest giants bloom in synchrony, or the delicate jewels of the understory: tiny jumping spiders, elusive amphibians, and canopy dwellers glimpsed only once in a lifetime.
The book even includes underwater photography from Sinharaja’s crystal-clear streams—worlds unseen by most visitors.
A Tribute to a Departed Friend
Halfway through the project, tragedy struck: co-author Dr. Janaka Gallangoda passed away.
“We stopped the project for a while,” Weeratunga said quietly.
“But Dr. Thilak Jayaratne reminded us that Janaka lived for this forest. So we completed the book in his memory. One of our authors now watches over Sinharaja from above.”
An Invitation to the Public
A special exhibition, showcasing highlights from the book, will be held on 13–14 December, 2025, in Colombo.
“We cannot show Sinharaja in one gallery,” he laughed.
“But we can show a single drop of its beauty—enough to spark curiosity.”
A Forest That Must Endure
What makes the book special, he emphasises, is its accessibility.
“We wrote it in simple, clear language—no heavy jargon—so that everyone can understand why Sinharaja is irreplaceable,” Weeratunga said.
“If people know its value, they will protect it.”
To him, Sinharaja is more than a rainforest.
It is Sri Lanka’s living heritage.
A sanctuary of evolution.
A sacred, breathing cathedral that must endure for generations to come.
By Ifham Nizam
Features
How Knuckles was sold out
Leaked RTI Files Reveal Conflicting Approvals, Missing Assessments, and Silent Officials
“This Was Not Mismanagement — It Was a Structured Failure”— CEJ’s Dilena Pathragoda
An investigation, backed by newly released Right to Information (RTI) files, exposes a troubling sequence of events in which multiple state agencies appear to have enabled — or quietly tolerated — unauthorised road construction inside the Knuckles Conservation Forest, a UNESCO World Heritage site.
At the centre of the unfolding scandal is a trail of contradictory letters, unexplained delays, unsigned inspection reports, and sudden reversals by key government offices.
“What these documents show is not confusion or oversight. It is a structured failure,” said Dilena Pathragoda, Executive Director of the Centre for Environmental Justice (CEJ), who has been analysing the leaked records.
“Officials knew the legal requirements. They ignored them. They knew the ecological risks. They dismissed them. The evidence points to a deliberate weakening of safeguards meant to protect one of Sri Lanka’s most fragile ecosystems.”
A Paper Trail of Contradictions
RTI disclosures obtained by activists reveal:
Approvals issued before mandatory field inspections were carried out
Three departments claiming they “did not authorise” the same section of the road
A suspiciously backdated letter clearing a segment already under construction
Internal memos flagging “missing evaluation data” that were never addressed
“No-objection” notes do not hold any legal weight for work inside protected areas, experts say.
One senior officer’s signature appears on two letters with opposing conclusions, sent just three weeks apart — a discrepancy that has raised serious questions within the conservation community.
“This is the kind of documentation that usually surfaces only after damage is done,” Pathragoda said. “It shows a chain of administrative behaviour designed to delay scrutiny until the bulldozers moved in.”
The Silence of the Agencies
Perhaps, more alarming is the behaviour of the regulatory bodies.
Multiple departments — including those legally mandated to halt unauthorised work — acknowledged concerns in internal exchanges but issued no public warnings, took no enforcement action, and allowed machinery to continue operating.
“That silence is the real red flag,” Pathragoda noted.
“Silence is rarely accidental in cases like this. Silence protects someone.”
On the Ground: Damage Already Visible
Independent field teams report:
Fresh erosion scars on steep slopes
Sediment-laden water in downstream streams
Disturbed buffer zones
Workers claiming that they were instructed to “complete the section quickly”
Satellite images from the past two months show accelerated clearing around the contested route.
Environmental experts warn that once the hydrology of the Knuckles slopes is altered, the consequences could be irreversible.
CEJ: “Name Every Official Involved”
CEJ is preparing a formal complaint demanding a multi-agency investigation.
Pathragoda insists that responsibility must be traced along the entire chain — from field officers to approving authorities.
“Every signature, every omission, every backdated approval must be examined,” she said.
“If laws were violated, then prosecutions must follow. Not warnings. Not transfers. Prosecutions.”
A Scandal Still Unfolding
More RTI documents are expected to come out next week, including internal audits and communication logs that could deepen the crisis for several agencies.
As the paper trail widens, one thing is increasingly clear: what happened in Knuckles is not an isolated act — it is an institutional failure, executed quietly, and revealed only because citizens insisted on answers.
by Ifham Nizam
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