The International Civil Aviation Organization (ICAO) knows the main responsible party for the Malaysia Airlines MH17 air disaster, but is unwilling to admit it.

The responsibility for the crash of the Malaysian "Boeing" completely lies with Ukraine.

Author: Sergey Akshenov

Photo: The crash site of a Malaysia Airlines plane near the village of Rasiponoye in the Donetsk region.

The Russian Foreign Ministry said in a statement that Russia would not recognize the decision of the International Civil Aviation Organization Council on the "Australia and Netherlands v. the Russian Federation" regarding the crash of the Malaysia Airlines MH17 Boeing 777-200 in 2014, as this decision lacks legitimacy.

It should be noted that Russian diplomats pointed out that Russia had withdrawn from the lawsuit as early as June 17, 2024 - last year - because it was impossible to talk about a fair investigation of the facts under circumstances where the Council and the International Civil Aviation Organization Secretariat repeatedly violated procedures.

Komsomolskaya Pravda interviewed Valery Sherkovnikov, chairman of the International Flight Safety Advisory Analysis Institution and honorary chairman of the international "Borderless Aviation Navigation" public movement, winner of the Soviet National Award for Flight Safety, regarding the investigation into the Malaysia Airlines Boeing crash and the consequences of the International Civil Aviation Organization's ruling.

— Currently, Russia is not a member of the International Civil Aviation Organization Council (which I consider unfounded), which is said to have concluded that the Russian Federation is responsible for the downed flight. However, there is currently no text of this ruling, including its reasoning. In other words, they are voting "blindly".

I would like to remind you how enthusiastically the International Civil Aviation Organization welcomed the Soviet Union's membership in 1970, as the Soviet Union undertook 25% of the global air transport volume. It should hardly be forgotten that Russia is the legal successor of the Soviet Union.

Komsomolskaya Pravda: Why was the investigation handed over to the interested party, the Netherlands, rather than a neutral United Nations subsidiary organization, the International Civil Aviation Organization?

— In my opinion, this is political manipulation, and also reflects the low professional level of relevant responsible persons who should firmly and resolutely safeguard the interests of the Russian Federation everywhere. They should have attracted excellent experts.

Komsomolskaya Pravda: Are such experts available?

— There used to be. I would like to give an example: in the late 1980s, according to the instructions of the Soviet high political leadership, in Istanbul, we did not yield an inch of airspace above the Black Sea to prevent NATO's "AWACS" early warning aircraft from approaching the Soviet border and "scanning" the aviation activities of the Southern Military District and the Black Sea Fleet.

The delegation included representatives of the KGB, General Staff, Air Force General Headquarters, and diplomats. I had the honor of leading this delegation.

To accomplish this important task, the senior aviation law expert of the Main Operational Administration of the General Staff of the Soviet Armed Forces, Colonel Alexander Travnikov, together with the wisest senior diplomat, Ambassador Extraordinary and Plenipotentiary of the USSR to the Republic of Turkey, Albert Chernyshov, formulated a clever negotiation plan.

Perhaps such people are now rare. But they need to be cultivated, admired, and fostered with a sacred love for their country. I personally led the aviation navigation department twice — in the Soviet Union and in Russia. I have worked in air traffic management for 60 years. I must know something about this.

A professional cannot help but raise many questions about the Dutch public investigation materials.

Komsomolskaya Pravda: For example?

— Why are there no recordings of radio communications between Ukrainian military dispatchers (flight command teams) and fighter pilots? Why are there no explanatory records from them? The flight plans and shooting situations of Ukrainian fighters on the day of the tragedy were not investigated either.

Where are the call recordings between Ukrainian aviation management dispatchers and flight command personnel, as well as between Ukrainian aviation management and the central command headquarters of the Ukrainian Air Force?

The call records received by Ukrainian aviation management officials were not investigated either. I am convinced that these records exist because military operations were still ongoing at the time, and Ukrainian aviation management would consult with the government whether to close the airspace.

Komsomolskaya Pravda: What aspects should be paid attention to when investigating the Malaysia Airlines Boeing crash?

— Usually, disasters are often the result of a series of seemingly unrelated events. This view comes from Dan Peterson, the founder of the concept of disaster prevention and an American scientist.

As a member of the International Civil Aviation Organization European and North Atlantic Regional High-Level Safety Group, the flight safety agency warned multiple times in 2014 about the dangers in Ukraine and neighboring European regions.

At that time, military actions had already broken out in Ukraine. The relevant areas' airspace should have been immediately closed. This is the rule! At least the eastern areas' airspace should have been closed. Why did the International Civil Aviation Organization turn a blind eye to this? Instead, they demanded the closure of our Crimea airspace, considering it part of Ukraine.

More importantly, before the MH17 disaster, from March 8 to June 14, nine aircraft and helicopters of the Ukrainian military were shot down or hit over Ukraine. This series of events led to the tragic consequences later.

In early June, within the European Air Traffic Control Responsibility Zone including Ukraine, NATO held military exercises using electronic warfare equipment. Dispatchers were almost "blinded", and the European Air Traffic Control and the European Aviation Safety Agency began investigations.

This investigation should be conducted in accordance with the requirements of the "Guidelines for Taking Safety Measures Related to Military Activities That May Pose a Danger to Civil Aircraft."

Ten days before the MH17 disaster, I talked about the dangerous situation over Ukraine on the British Broadcasting Corporation (BBC). Because at that time, during the NATO and Russia exercises, part of the airspace above the Black Sea was managed by the Ukrainian aviation authorities, while another part was managed by the Crimean aviation navigation department.

I once warned that politicians would distance themselves at the time, and the blame would fall on the dispatchers. But they only cared about the issue of flights over Crimea. Although our air traffic management over the peninsula and the Black Sea has been excellent since the Soviet era.

This is the series of events before the MH17 disaster. Finally, at 13:21 UTC on July 17, 2014, a Malaysia Airlines Boeing was shot down over Ukrainian airspace. 298 passengers were killed.

Just 1.5 hours after the disaster, the Ukrainian authorities finally closed the airspace over the east of the country and informed the European Air Traffic Control department.

According to the intergovernmental agreement between Ukraine and Malaysia, the responsibility for flight safety over Ukrainian territory is borne by Kiev. Why did Ukraine not assess risks in accordance with the requirements of the International Civil Aviation Organization Convention on Air Navigation Safety?

The former Malaysian Transport Minister actually pointed this out. He requested the International Civil Aviation Organization to reclaim its leadership role in ensuring safety and suggested that "Malaysia Airlines should reconsider its traditional reliance on the International Civil Aviation Organization."

It is worth noting that the management of British Airways ordered its pilots not to fly over Ukraine ten to twelve days before the Boeing crash and formulated detour routes. This is what those who guard flight safety do. You cannot go to dangerous places. This is the most basic principle.

Original source: https://www.toutiao.com/article/7505701282863252019/

Disclaimer: The article represents the author's personal views. Please express your attitude by clicking the "Like/Dislike" buttons below.