Following the 22 August Shoreham air show crash, in which at least 11 people on a public road have been killed by a display aircraft, the Civil Aviation Authority has promised a complete review of air display safety.
Since comprehensive rules and guidelines already exist and – until now – have protected the public (if not the display pilots) successfully for some sixty years, what can the CAA realistically do except ban air shows over land?
After the devastation and loss of life caused on the busy A27 dual carriageway road section next to Shoreham airfield when the Hawker Hunter crashed on it, the media has – understandably – been posing questions about the issue of public roads passing very close to airport runways.
In fact Shoreham aerodrome – the UK’s oldest airport, founded in 1910 – was not constructed next to the existing A27. The part of the A27 road that, today, skirts the airfield at its northern boundary was laid nearly half a century after the airfield was constructed, as part of a bypass for the south coast towns.
Further along the same trunk road to the west, the A27 becomes the M27 as it swings around the Portsmouth/Southampton conurbation. When the M27 was built, it was placed right slap bang at the end of Southampton airport’s runway. The airport had been there for 73 years when that section of the motorway was opened in 1983. When, in May 1993, a Cessna Citation 500 business jet overran the Southampton airport runway onto the M27 it hit two cars, but fortunately no-one was hurt.
Journalists reporting such events, however, quite reasonably ask why runways are built near roads. But their question needs reversing. Planners, in positioning roads close to runway ends, by implication do not consider landings and take-offs to be a risk worth worrying about.
Until something happens. Then all of a sudden, according to reporters who don’t know the history, the airport is the bad guy.
As an immediate measure following Shoreham, the CAA has grounded all Hawker Hunters, and required that vintage jets at displays will not conduct “high energy aerobatics”. That is a reasonable precaution until the investigations report into the recent display crashes of the Hunter and the Folland Gnat that came down killing its pilot about three weeks before.
But in considering further restrictions for the long term the CAA must consider how much pleasure public air displays provide, and that one of the functions they perform is to enthuse the country’s youth with the possibilities of high technology. Air displays are not only the biggest spectator sport in the country apart from football, they generate the future’s pilots, engineers, mechanics and aerodynamicists.
So rather than shutting down events like the Shoreham air show, or dumbing down its displays because of a proximate road, the CAA might consider other possibilities.
Like looking at the statistics that demonstrate what a one-off event this was, and not imposing further restrictions.
Or – if the CAA feels that such a tragic event must generate a visible reaction of some kind – like imposing road traffic diversions while the display is active, or putting traffic lights on the road to keep traffic clear of the perceived risk zone when a particular display is being performed.
The statistics prove that air displays may put pilots at risk, but the risk to the public is infinitesimally low. The CAA’s decisions, hopefully, will reflect that.