Shem Malmquist is an aviation expert. Attorney at Law Magazine interviewed him. He is a full-time Boeing 787 captain who flies global routes. He is always up-to-date and informed about the latest developments in the airline industry because he keeps a pulse on all aspects of it. We talked about the beginnings of his career and his work in establishing safety standards.
AALM : Which experiences have led you to pursue aviation as a career?
SM As a preteen, I had two friends who wanted to watch planes at the airport. I was interested in the science of flight and bought some books.
I was able to take part in a program that offered students the chance to earn a private pilot’s license using school funding. The program was designed to be difficult to eliminate those who did not work hard while providing a solid foundation for those that completed it.
AALM When did you start working as an expert witness for the first time?
SM I was asked to testify as an expert witness at a French trial after writing several articles and books on aviation safety. Since then, I’ve been asked to testify as an expert in several cases.
AALM Tell about some cases you have worked on before. Did you have a favorite case?
SM The Air France trial in Paris before the Presidents Judges would be most notable. The proceedings are in French and Napoleonic law. The accident is certainly one of the most famous in aviation history.
I’ve also been an expert witness in major air carrier accidents, domestic cases and small aircraft where I testified about airline pilot work rules and pay structures.
AALM What has been your experience as an expert witness in relation to aircraft accidents?
SM My extensive safety experience, research and work on several major accident investigations has helped me to develop my skills as an expert witness. Many experienced pilots are expert witnesses, but there are very few that have also worked as accident investigators.
AALM You are involved in multiple organizations. Tell us which organization you are most passionate about.
SM All organizations have something to offer. My recent work was primarily with SAE, where I worked on standards for certification of transport aircraft.
I have been involved in pilot training, especially for weather and system knowledge.
AALM You are working on a project to establish standards for aircrafts built after 2030. What is the project? Which parameters are you evaluating?
SM Aircraft that are designed after 2030 can benefit from a clean-sheet design which incorporates the latest technological advancements in structure, aerodynamics, systems and computer hardware and programs. Clean-sheet design allows for the inclusion of safety in the initial design, rather than adding it later.
Software is a soft product, and therefore not bound by the same design constraints as hardware. This can be a positive in some cases, but it can also cause problems as we saw with Boeing Max. The software can also make the design more complex, making it harder for humans to understand what is happening.
Computers are very accurate and reliable, until they come across a situation that is not programmed. Software that is poorly designed can lead to safety risks because it encourages trust, which leads humans to lose their vigilance. The software then does something unexpected. Tesla’s accidents are a good example.
In future designs, software must be designed to enhance human performance and not detract it. Future aircraft pilots must have the necessary information to create a mental model that accurately represents the entire aircraft, including its environment. They also need the ability to control the aircraft to keep it safe.
AALM : Tell about your experience as an instructor at Florida Institute of Technology.
I teach two graduate courses at the moment, one on accident investigation and the other in safety analysis. I teach three undergrad senior courses: aerodynamics and advanced aircraft operations. I also do a lot of research. I have co-authored or authored several academic papers, textbook chapters and a book on commercial aviation safety. I am also currently the lead editor of a new book which explores issues of validity and reliability within training and simulation.
AALM Tell me a bit about MIT System Theoretic Accident Models and Processes and how you have applied them in your career.
SM In 2009, I was implementing a Safety Management System at MIT. I became intrigued by the work done there. At that time, none were mandatory and the FAA has yet to provide any guidance. I bought a new book by Dr. Nancy Leveson on this topic. A few months after that, I attended a MIT workshop sponsored by the MIT Partnership for System Safety and Security. STAMP’s methods can be applied to hardware, software and humans. They are also useful for analyzing safety and security. The stakeholders define safety, which can range from death or damage to property to financial loss or brand damage. This broad definition allows for the analysis of many different systems and problems.
STAMP is based on a system theory approach, not the reliability theory that is used in traditional safety analyses.
STAMP is based on the system theory and views safety as a problem of control. It does not limit itself to time or statistics, but instead looks at how feedback and control can lead to unsafe behavior. It helps us understand the reasons why software or humans may have taken certain actions. This method can capture all factors that more traditional methods do, but it also allows us to understand the behavior of the entire system.
In several of my classes, I cover all of these topics and more.
AALM What professional goals do you still hope to achieve? What is your next major milestone?
SM I’m working on my doctoral thesis, so that would be the next major milestone.
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