Daily Times

Just when everything seemed to be going good for Pakistan, the MI-17 crash in Naltar brought us literally and figuratively down to earth. What made this great tragedy different was that the ambassadors of Norway and the Philippines as well as the wives of the Malaysian and Indonesian ambassadors lost their lives. Several other ambassadors and their wives were among those injured. The seven killed in the crash included the two pilots, Majors Altamash and Faisal. Both qualified VIP pilots, each had more than 10 years flying experience. The highly inflammable JP-4 fuel ignited an inferno that engulfed the aircraft after it crash-landed on top of an army public school. Classes had fortunately been suspended for the day; schoolchildren among the casualties would have been horrendous.
Situated in a valley perched in the high Karakorams, the strong wind in Naltar creates a wind tunnel effect. Two MI-17s carrying VIPs for a Pakistan Air Force (PAF) event landed earlier safely without encountering any problem. From eyewitnesses accounts as well as those from onboard, in particular the high commissioner of South Africa, the third (out of four) aircraft went out of control on short finals, i.e. very close to the landing zone at a low altitude, spiralling downwards because of the torque effect of the rotors. Other than the take-off stage, that is normally the most critical period while flying.
The loss of rudder control makes it seem like a fault pertaining to the tail rotor. It could have experienced metal fatigue aggravated by the high wind; one cannot say with any certainty without the enquiry by aviation experts being complete. The burn injuries point to the fire being responsible for most casualties. Had it not been for the raw heroism of the soldiers and policemen on duty, risking life and limb to drag the injured out from the burning helicopter before the fire and smoke made it impossible, the casualty figure could have been much higher.
An upgraded version of the Russian-made MI-8, the MI-17 normally carries 26 passengers, 18 to 19 in VIP configuration. Manufactured by the Military Moscow Helicopter Plant in Moscow, the Kazan Helicopter Plant in Kazan and the Ulan-Ude Aviation Plant, more than 17,000 MI-8/MI-17 helicopters have been produced, a world record for twin engine helicopters. The most popular transport helicopter in the world in both civil and military versions, the MI-17 is used by more than 50 countries. It is different from the MI-8 in that the tail rotor is mounted on the left side because of the more powerful engines. The basic cargo version can transport up to 4,000 kg of various kinds of cargo, either inside the cabin or on an external sling.
The host country, being responsible for their safety and comfort, the deaths and injuries of diplomats reflects very poorly on our image. Being guests of the government of Pakistan added embarrassment to the catastrophe. One is personally anguished by the sad demise of Leif Larsen, the Norwegian ambassador, who came to see me in Karachi barely a couple of months ago. The depth of this outstanding diplomat’s knowledge and understanding of Pakistan and the region, and his insight about Karachi showed his deep commitment and dedication. Over lunch we discovered a common passion for the books of John Masters and he exhorted me to read Pilgrim Son — A Personal Odyssey. Unfortunately, John Masters’ books are mostly out of print and difficult to trace. One rarely finds diplomats of such stature and calibre as Leif Larsen. Norway should be proud to have had such a son like him, death be not proud!
Not many people realise that the Pakistan army’s aviation has been continuously at war for nearly 16 years — starting with Kargil in 1999 — without a break. Besides several dozen fixed wing L-19s and a few OH-13(S) helicopters, the army aviation’s inventory had only a dozen Alouette-3 craft and a similar number of MI-8s from 1970 to 1971. There are about 50 MI-17 today also. Having flown an Alouette-3 in the high mountains of Azad Kashmir and Gilgit-Baltistan extensively during peacetime in 1969 and 1970, I did many sorties in the Gilgit/Skardu area including quite a few in Naltar. Major (later major general) H U K Niazi, was the Karakorum Highway flight commander. The flying was very intensive because of a shortage of pilots during cyclone relief operations in 1970 and early 1971 in East Pakistan. I flew only intermittently as a co-pilot on MI-8s but along with an instructor pilot, even after not having done the MI-8 conversion course. In contrast to what we had to cope with one can only imagine the stress and strain on our magnificent aviators flying combat missions on a continuous basis for more than a decade and a half.
The nature of the ongoing war against terrorists and the widely varying terrain where present (and future) wars are likely to be fought will require us to increase our heliborne capacity manifold. We are likely to induct Russian-made MI-35 helicopters that the US has gifted, among other equipment and 26 Bell 412 helicopters used in Afghanistan. We may also acquire some Chinese helicopters. Compared to today’s aviators our flying was pretty basic. Besides the need for more and more pilots, there is no substitute to continuous and extensive training as well as regular flying. Notwithstanding superb maintenance standards, this varied inventory requires investing in training simulators for each aircraft type. Tail rotor failure can only be practiced on a simulator. Continuous flying has meant great wear and tear on aviation manpower (pilots and engineering both) and the aircraft. The Naltar accident could have happened anywhere but the army needs to look after and increase incentives for its pilots facing combat situations on a daily basis. For them, extensive flying during periodic earthquakes and floods are only interruptions in continuous combat operations.
Kudos to the army and PAF for making sure that the survivors were looked after in exemplary fashion. The government must be commended for ensuring honour to the dead and injured with grace and heartfelt homage. The country’s image may have taken a hit but the solemn and superb manner in which the nation cared for the diplomats of other nations in their hour of grief will go a long way in mitigating the terrible tragedy. What crossed the fail-safe line of stress and strain on the pilots and/or the machine is still a matter of conjecture; with accidents come grief. This terrible tragedy transformed beautiful Naltar, in just a few minutes, into a valley of death.

The writer is a defence analyst and security expert