The plane was bound for Bishkek, the capital of Kyrgyzstan.
That must be a country in Mars for many toiling Zimbabwean folks who have been subjected to years of tyranny and denied access to information by Robert Mugabe.
This news item must have send many scrambling for Google Earth in search for Bishkek, the Capital of Kyrgyzstan.
All of a sudden, Zimbabwe’s reputation for flight safety has been busted with this highly publicised airline tragedy in China, this, on the back of last month’s another high profile incident when an Air Zimbabwe flight from Harare to Bulawayo crashed into a bush pig (a small warthog-like animal) during takeoff.
On their website, Avient, the owners of the Cargo plane that crashed on Saturday says it was founded in 1993, but has drawn scrutiny in the past because of accusations that it has supplied weapons to conflicts in Africa.
In June this year, a report released by the Belgian based research hub the International Peace Information Service (IPIS) said Zimbabwe was not only stockpiling modern weapons, but was circumventing sanctions by exporting arms to the US via Eastern Europe rogue arms traders.
Throughout last year, when the political climate was at its most volatile, the IPIS tracked shipments of arms in and out of the country. It says they not only pose a threat to Zimbabweans, but outline the dubious nature of arms deals that continue to take place with a country that is heavily sanctioned
In the space of 48 hours last August, 53 tons of ammunition were allegedly flown from the Democratic Republic of Congo to Harare, say report authors Brian Johnson-Thomas and Peter Danssaert.
The ammunition was flown by Enterprise World Airways, aboard a Boeing 707-3B4C aircraft registered as 9Q-CRM.
The first shipment on August 21 contained 32 tons of 7.62mmx54 cartridges. Two days later a second shipment arrived, containing 20 tons of 7.62mmx39 cartridges, which are used in AK-47s. The ammunition arrived in Zimbabwe four months after a controversial arms consignment from China was turned away at Durban, only to be flown into the country later from Angola, the report claims.
Despite denials from Luanda and Beijing, an employee of the state-owned Zimbabwe Defence Industry (ZDI) in Harare told IPIS that the shipment, which contained mortar bombs, rockets and ammunition, had arrived in the country.
"Zimbabwe has no national legislation on the import, export or transit of arms and ammunition that conforms to international standards," the report’s authors say, suggesting the country’s borders are dangerously permeable and proof of what happens when no arms treaty is in place.
All does not have to be lost in the absence of a treaty, Guy Lamb of the Institute of Security Studies argues.
"Illicit and corrupt arms trading, as well as arms transfers to conflict zones or countries where governments are responsible for human rights abuses, can be restricted in Africa by more comprehensive and consistent implementation of existing regional arms control agreements at national level," the head of the arms management programme at the institute said. "Examples include the SADC firearms control protocol and the Nairobi small arms and light weapons protocol."
However, what could happen and what does happen are two very different things.
The researchers also tracked the shipment of 1 349 stripped MAG58 machinegun bodies, 2 051 barrels and various other machinegun parts from Harare to Podgorica airport in Montenegro in February last year, which they claim later found their way to the US in a roundabout deal that breached sanctions imposed by the government of George W Bush.
According to the airway bill, or shipping document, the consignment was dispatched by the ZDI to its Montenegran counterpart, a deal they say was brokered by Swiss company BT International.
An investigation into the deal pointed to Ohio Ordnance Works as the recipient of the gun parts. The company supplies the US armed forces and previously supplied the allied forces in Iraq. When contacted by The Sunday Independent, Montenegro’s Department of Defence declined to comment.
Given that ZDI is a sanctioned company the report suggests the deal "may have been to evade US sanctions on Zimbabwean individuals and entities".
A United Nations report in 2002 said Avient had been involved in illegal activities in the Democratic Republic of the Congo. The British government later investigated the charges but didn’t find evidence supporting them. The company has since been accused of other illicit activities by think-tanks that investigate conflicts around the world.
Avient official denied all accusations against the company. "We do not carry arms and ammunition," he said.
The "Zimbabwe-registered" cargo plane crashed in flames on takeoff killing three American crew members.
What is even more baffling of this tragedy is that not many Zimbabwean people have ever heard of this cargo airline called Avient and the plot thickens with the multinational crew of Americans, Indonesians, Belgians etc as quite a formidable united nations teamwork, all supposedly working for the good of poor Zimbabwean folks.
While the company is registered in Zimbabwe as we’re all told, it has Head offices in London, and we’re also told its operations offices are in Belgium and some function is carried in France.
The last time Zimbabwe had its special cargo airline, Affretair was some years ago and Robert Mugabe’s regime ran down the State owned company with successive Ministers of Transport hiring relatives and friends as Chief executive officers.
Affretair was formed as a Gabon-based associate company of Air Trans Africa, when a Douglas DC-8 aircraft was acquired in the early 1970’s for overseas freight operations. This was part of the Rhodesian "sanctions-busting" operations, where Rhodesian high-quality beef was flown by Douglas DC-7F to Gabon by Air Trans Africa, and then carried by Affretair to Europe.
In the 1980’s Affretair operated two Douglas DC-8-50F aircraft on cargo flights to Europe and within Africa. It was taken over by Air Zimbabwe in 1983.
Affretair was liquidated in 2000 under a $511 million debt that had grounded its only aircraft for close to two years. In October 2001 it was reported that Affretair, was selling its assets to raise money to offset its mounting $800 million debt owed to several creditors.
Some time this year, Zimbabwe state media reported that, "hopes for Zimbabwe’s first private cargo airline since 2000 had been dashed by the country’s aviation authority."
Former Air Zimbabwe pilot and chief executive officer, Oscar Madombwe, had leased an aircraft from South Africa pending approval of his permit to operate it. However, after deliberating for six months the Civil Aviation Authority of Zimbabwe (CAAZ) refused permission.
Madombwe has since taken the airline to Mozambique instead.
The proposed carrier would have been the first private cargo airline to fly since Affretair ceased flying in 2000 after being taken over by state carrier, Air Zimbabwe.
The CAAZ said that the reason for refusal was that the aircraft was old and posed a threat to air safety in Zimbabwean airspace.
Air Zimbabwe Cargo – "Africa’s most safe, innovative and competitive air cargo company" – remains the country’s only cargo operator, we were all told by State newspaper, The Herald, and CAAZ chief executive officer David Chawota concurred.
What we are not told by the same State media was the information that Zimbabwe has already a registered private cargo freight company called Avient, since 1993 and it’s flying to as far as Bishkek, the capital of Kyrgyzstan.
From this stage, the plot thickens, is it another scheme of the sanctions busting operation by Robert Mugabe’s regime or it’s an underground network of rogue global arms traders using Zimbabwe’s position on the UN arms trade embargo? You can’t do the later without Robert Mugabe and Zanu PF’s blessings.
On October 31, 2008, the U.N. General Assembly voted 145 to 2 with 18 abstentions for a resolution entitled "Towards an arms trade treaty: establishing common international standards for the import, export and transfer of conventional arms." The two nations voting against the resolution were the United States and Zimbabwe.
Arms exporters such as China, Russia and Israel showed their reluctance over the regulations by abstaining; other nations were absent.
A Senior executive of this "Zimbabwe-registered" cargo plane, Avient was quick to issue a statement that the plane wasn’t carrying "sensitive goods".
Eye witnesses reported of the intense speed with which the Chinese authorities sealed off the area where the accident happened in an effort to hide information from members of the media.
The McDonnell Douglas MD-11 freighter aircraft was carrying "general cargo, such as electronics," and "nothing of any sensitive nature," said Simon Clarke, chief operating officer of Zimbabwe-based Avient Ltd.
China’s official Xinhua news agency said the plane was bound for Bishkek, the capital of Kyrgyzstan, when it crashed Saturday morning in relatively good weather. Early reports indicated the tail of the three-engine jet may have struck the ground before the crash. A team of U.S. investigators, led by an expert on engines, was preparing to head to China in the next two to three days.
Mr. Clarke said the plane had entered Avient’s fleet only about a week before it crashed. But "the crew had all flown extensively on the type" of plane. "It remains very sketchy," he said. "We are obviously working with the Zimbabwe and Chinese civil aviation authorities to ascertain what went wrong."
Mr. Clarke said the seven-person crew included Americans and people of other nationalities. A U.S. Embassy spokesman said three Americans were killed and one was injured. Xinhua identified the injured crew members as nationals of the U.S., Indonesia, Belgium and Zimbabwe.
Xinhua quoted Shanghai aviation authorities on Sunday as saying they had found the plane’s flight data recorder.
Shanghai television showed billows of black smoke rising high in the sky after the crash. Footage also showed the wrecked MD-11 fuselage lying in a wet field adjacent to the airport. Firefighters sprayed foam on the mangled wreckage. TV footage showed a survivor, said to be an American co-pilot, on a hospital bed and breathing through a mask but alert enough to say "thank you."
Avient said on its Web site that it operated the MD-11 and that "preliminary information indicates that the accident occurred on takeoff."
Mr. Clarke said the plane was a chartered freight flight carrying "general consumer goods such as electronics and clothes." He said that, as with most cargo flights, the freight was arranged through brokers. He declined to name the company’s clients.
The aircraft’s tail struck the ground on takeoff, graphics shown on Shanghai television suggested. One illustration of the incident on local TV showed the plane striking a building shortly after takeoff. Xinhua said the plane hit lighting structures on the ground.
Local television and other local media said the accident closed runways at Shanghai Pudong International Airport and led to widespread flight delays.
The accident is the second fatal crash of a cargo plane on takeoff within six weeks. On Oct. 21, an aging Boeing 707 operated by Sudan Airways crashed on departure from Sharjah Airport in the United Arab Emirates. All six people on board were killed. The cause of the accident remains unclear.
As is typical in any major accident involving a widely used jetliner, the U.S. National Transportation Safety Board on Saturday said it was sending a team of government and industry crash investigators. Including experts on engines, structures and operations, the team will be led by veteran safety board investigator Bill English. United Technology Corp.’s Pratt & Whitney engine-making unit also will have a team representative.
Mr. English has in the past two years participated in three high-profile airliner accidents on three continents, including the still-unresolved crash of an Air France Airbus A330 earlier this year en route to Paris from Rio de Janeiro. Mr. English has a reputation as an engine expert; he participated in the probe of a British Airways jetliner than lost power in both engines and crashed short of London’s Heathrow International Airport in early 2008.
At the start of the Shanghai investigation, investigators are bound to look at issues such as whether all three of the plane’s engines were operating properly and if a possible shift of its cargo during the takeoff roll could have created a dangerous situation. Heavily loaded, wide-body jetliners such as the McDonnell Douglas MD-11 can smack their tail on the ground for a variety of reasons, including engine failure or inadequate thrust, or an unusually steep climb away from a runway.
At the same time, the team also is expected to delve into more-complex factors dealing with the interplay of flight-control surfaces and pilot commands. A separate set of experts will look at weather and air-traffic control issues.
Though the early reports of the crash didn’t provide many details, the MD-11’s history of crashes is one of the factors investigators are bound to consider. The plane is known among many pilots for having particularly sensitive flight-control systems, especially close to the ground, making it extra sensitive to sudden changes in speed or the angle of the nose and wings.
Over the years, the U.S. safety board has repeatedly criticized the plane’s design for being prone to upsets and vertical oscillations of flight-control systems as a result of relatively minor pilot mistakes. Most of those previous accidents, however, took place during landings. Whatever investigators ultimately determine, the results aren’t likely to have a significant industrywide impact on passenger carriers. That’s because MD-11 aircraft have largely been retired from passenger routes flown by U.S. and European airlines.
In April 1999, an MD-11 cargo plane flown by Korean Airlines crashed shortly after takeoff from Shanghai, killing three crew members as well as five people on the ground.
Chinese carriers’ own safety record has improved notably since the 1990’s, when the industry suffered a series of fatal accidents. Now, global aviation experts say, China’s airlines are among the world’s safest, despite sharp growth in the number of flights.