By Brahma Chellaney, Nikkie Asian Review
Despite the international outrage over its tragic fate, Malaysia Airlines’ MH17 is not the first civilian airliner thought to have been shot down by rebels with an anti-aircraft missile. Nor will it be the last, unless urgent steps are taken internationally to avert another such disaster.
Next to chemical, biological and nuclear weapons, the greatest threat to international security and civilian safety is posed by surface-to-air missiles, including the shoulder-fired types known as man-portable air defense systems, or “manpads.” Yet major powers have supplied such missiles to rebel groups in different parts of the world for decades.
According to the U.S. Government Accountability Office, there are at least 500,000 manpads in state or nonstate hands in more than 100 countries. Estimates of the number of shoulder-fired SAMs in terrorist or rebel hands range up to 150,000. In Afghanistan alone, U.S. forces have secured thousands of such weapons since intervening in 2001.
To be sure, MH17 fell victim to a vicious Russian-U.S. proxy war over Ukraine that has destabilized that country and helped foment a raging civil war there. The MH17 crash, coming on the heels of a new round of American sanctions against Moscow, promises to further escalate this proxy conflict, pitting the U.S. and Russia against each other in a new style of Cold War.
The downing of the passenger plane occurred at a time when the U.S.-backed government in Kiev was waging artillery and air attacks on cities held by pro-Russian separatists. The fighting has created a humanitarian crisis and prompted rebels and the regime to declare rival no-fly zones over parts of eastern Ukraine.
In truth, this was a tragedy waiting to happen. In the absence of direct communication, tracking satellites, air traffic control over rebel-held territory, or the technology to detect a civilian plane’s transponder, it was easy for a ground unit to mistake a civil airliner for a military transport aircraft. A U.S. Federal Aviation Administration notice expressed concern over the potential for misidentification of civilian aircraft over eastern Ukraine, although the institution banned American flights over the area only after the MH17 disaster.
Amid increasingly murky geopolitical issues, the question that needs to be asked is why a number of airlines were still flying over a major battle zone. The rebels had already demonstrated their anti-aircraft capability on July 14, shooting down a Ukrainian military transport plane. That was three days before MH17 went down.
Some carriers, including Korean Airlines, Qantas Airways, Asiana Airlines, and Taiwan’s China Airlines, had stopped using Ukrainian airspace by April. Those that continued to overfly rebel-controlled territory appeared to take their cue from one side in the armed conflict — the Ukrainian government in Kiev — throwing caution to the wind.
There is a much bigger question: Given the proliferation of anti-aircraft weapons in the hands of nonstate actors, how can the world ensure that another commercial jetliner is not shot down? This question assumes greater significance because the MH17 incident shows that the international community has failed to learn from the downing of a number of civilian airliners by rebels in the past.
Today, the focus is rightly on Russia’s alleged role in training and arming separatists in eastern Ukraine with manpads and the more lethal Buk-M2E missile launch platform, which is suspected to have brought down MH17 with a single SA-11 Gadfly missile. The U.S. has taken the lead in holding Russia and its president, Vladimir Putin, guilty in the global court of opinion. But Washington has itself armed rebels elsewhere with anti-aircraft weapons that have brought down passenger planes.
Insurgents battling Soviet military intervention in Afghanistan in the 1980s downed three passenger aircraft with U.S.-supplied missiles. The deadliest incident occurred on Sept. 4, 1985, when rebels shot down a Soviet-built Antonov-26 aircraft of Bakhtar Afghan Airlines near Kandahar city with a SAM, killing 52 people. Another 29 people were killed on April 10, 1988, when a rebel-launched missile downed a second Afghan AN-26 passenger jet.
In the third case, an Ariana Afghan Airlines’ McDonnell Douglas DC-10, with about 300 passengers aboard, was struck by an insurgent-fired missile as it was preparing to land in Kabul on Sept. 21, 1984. Although the plane suffered extensive damage, including to two of its three hydraulic systems, it crash-landed with no fatalities.
Before the MH17 tragedy unfolded, U.S. President Barack Obama was seriously considering transferring manpads to rebels fighting Syrian President Bashar Assad’s regime, according to a report in Time magazine. After arming the “moderate” jihadists in Syria with sophisticated TOW anti-tank missiles, the White House hoped that the manpads would be a “game-changer” there, just as the U.S. supply of Stinger missiles to rebels in the 1980s turned the tide of the war against the Soviet forces in Afghanistan. To moderate the risks from such transfers, the administration was considering “building obsolescence” into the missiles, and setting a remote “kill switch” to render any missile useless if it were captured by a group linked to al-Qaida.
The MH17 episode, however, makes such transfers politically difficult. The more radical Syrian groups, including the Islamic State of Iraq and the Levant, are already armed with a limited number of manpads, which they secured from other sources, including Libyan militias and perhaps the Saudi and Qatari regimes. This is apparent from the videos they have posted online, including one that purports to show a Syrian government aircraft being shot down with a shoulder-fired SAM.
The main difference between heat-seeking manpads and large, radar-guided, vehicle-based systems such as Buk is that the latter can target aircraft at cruising altitude. Shoulder-fired missile systems have a limited strike range of about 6km, but can be transported and hidden easily. Manpads are among terrorism’s most deadly weapons, capable of bringing down an aircraft that has just taken off or is about to land.
They thus pose a potent threat. Guerrillas have used them with stunning effect, reportedly downing two Boeing 737s in Angola in 1983 and 1984 respectively, and a Congo Airlines Boeing 727 in 1998, killing a total of 171 people. In September 1993, rebels shot down two Tupolev planes of Transair Georgia in two straight days near the city of Sukhumi, Abkhazia, leaving 135 people dead.
In November 2003, the left wing of a DHL cargo Airbus A300 was struck by a missile while departing Baghdad. In another attack, two SA-7 missiles were fired at an Arkia Israeli Airlines Boeing 757 on Nov. 28, 2002, when it took off from Mombasa, Kenya. The rockets, however, missed the aircraft.
Against this background, the MH17 crash has ignited a new debate on how to safeguard civil aircraft from SAMs. Technical options are available, such as installing counter attack technology on aircraft. The U.S. is seeking to draw on existing military technology to develop missile-defense systems for commercial aircraft. Missile countermeasure systems, however, carry a high price tag, estimated at $1 million to $3 million per aircraft, according to a Congressional Research Service report. The weight of such systems, moreover, can potentially decrease an aircraft’s fuel efficiency, adding to operating costs.
A more cost-effective approach to countering missile threats to civil aircraft would be political, focusing on better geopolitics, improved regional security, enhanced safety measures in the vicinity of airports, and modified flight operations and air traffic procedures to minimize risks.
Many of the SAMs that have been used against passenger jets by insurgents or are currently in rebel possession have been supplied by big powers as part of a strategy targeting specific regimes.
Some such missiles have also proliferated among nonstate actors because of various countries’ dysfunctions and a flourishing black market. For example, the enduring chaos and conflict in Libya following the 2011 regime change effected by the North Atlantic Treaty Organization has facilitated international trafficking of manpads — including SA-7s, the early Soviet equivalent of American Stingers — from the arsenal built by Moammar Gadhafi’s government.
Currently there is no legal restriction on transferring or trading SAMs between countries or entities, although the Wassenaar Arrangement on export controls for conventional arms and dual-use technologies has strengthened its guidelines on manpads. Clearly, an international treaty is needed to bar states from transferring SAMs to nonstate actors. Such a pact could open the path to concerted international action against the thriving black market in such weapons — and avoid another disaster such as the MH17 tragedy.
Brahma Chellaney, a professor at the independent Center for Policy Research in New Delhi, is a geostrategist and the author, most recently of “Water, Peace, and War” (Rowman & Littlefield, 2013).
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