kenya airlines 737-800 missing
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Rotweilers,Flying pigs, and Fairy dust:
G Willie: Good post matey, a balanced reporter, a good article.
Capt Chambo: Thanks, I know I was wondering, as were probably a few others. Good one Matey.
Chr's
H/Snort.
PS:
Fairy Dust: Can be bought by the Ton from the NZ Govt.
Capt Chambo: Thanks, I know I was wondering, as were probably a few others. Good one Matey.
Chr's
H/Snort.
PS:
Fairy Dust: Can be bought by the Ton from the NZ Govt.
jetsy
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Search for Truth Over Plane Accident Takes a Strange Turn
Hmm, I was under the impression that the DFDR was already sent to Canada....Apparently, not.
more at:
http://allafrica.com/stories/2007051...html?viewall=1
GOVERNMENT SPOKESMAN Alfred Mutua has brought home to us the politics of aircraft accident investigations. Apparently, there had been a bit of a tussle between Kenyan and Cameroon authorities over the custody of the 'Black Box' recovered from the wreckage of the Kenya Airways crash.
Dr Mutua informed us that Kenya preferred that the Black Box be handed over to Canadian Authorities.
And he went to tell us in great detail why. Canada, he said, was a neutral country, unlike Kenya and Cameroon who were both interested parties.
Another alternative, the United States, could also not be considered neutral because it was the home of Boeing, the aircraft manufacturer.
And none of the European countries could be considered neutral either because Europe is the home of Airbus, the main rival of Boeing.
So what is all this talk about neutrality and interested parties and whatnot and yet we are talking abut a fatal plane crash, not ODM-Narc politics?
Dr Mutua did not have to explain all that, but the answer should be obvious.
Cameroon is not a neutral party to the investigation because the crash occurred on its land shortly after the plane left Douala Airport.
Therefore, it must be presumed that the Cameroon authorities might be keen to demonstrate that the crash was no fault of theirs, that it cannot be pinned down to erroneous clearance for take-off in inclement weather, or faulty instrumentation to guide such decisions.
Then we come to Kenya, or Kenya Airways, to be precise. It was their plane that went down. The reputation, and business prospects, of an airline rests on all those things they advertise: Flatter beds, more leg room, friendlier service, superior smiles, on-time arrivals and departures, less unpalatable food, route networks and so on.
And, preferably left unsaid lest customers be reminded about the hazards of flying, the safety record.
The Abidjan disaster of six years ago was seen as an aberration; it happened to one of the safest and best airlines in Africa. Another major crash so soon afterwards is a veritable disaster for KQ's safety record. The last thing the national carrier would want is to be shown at fault for the Douala crash.
Then we come to Boeing. Aircraft salesmen may not be as ubiquitous in every street corner as used-car dealers. But in their rarefied world, they are just as pushy and aggressive.
The duel for global dominance between Boeing of the United States and European Airbus consortium gets as low down and dirty as can be.
If KQ 507 went down because of a manufacturer's defect or a basic flaw in the model, it will be like a punch in the solar plexus for Boeing. That will mean plenty of lost business.
So both are interested parties, and neither they, nor the authorities in their regions of domicile, can be entrusted with the all-important Black Box.
THE WORLD HAS CERTAINLY SUNK low if the investigation of a major plane accident is to be held hostage to political and commercial considerations.
If Dr Mutua's revelation is to be taken to its logical conclusion, then not even Canada is completely neutral. After all, the land of the maple leaf is joined by an umbilical cord to the US. It is also a member of the US-led Nato alliance.
At the same time, however, it is not just, like us, a mere member of the British Commonwealth, but it is still a British dominion. And the country also has a large population which looks to France rather than Britain.
Well, at least both Boeing and Airbus can trust Canada. But who shall we trust to tell us the unvarnished truth?
Dr Mutua informed us that Kenya preferred that the Black Box be handed over to Canadian Authorities.
And he went to tell us in great detail why. Canada, he said, was a neutral country, unlike Kenya and Cameroon who were both interested parties.
Another alternative, the United States, could also not be considered neutral because it was the home of Boeing, the aircraft manufacturer.
And none of the European countries could be considered neutral either because Europe is the home of Airbus, the main rival of Boeing.
So what is all this talk about neutrality and interested parties and whatnot and yet we are talking abut a fatal plane crash, not ODM-Narc politics?
Dr Mutua did not have to explain all that, but the answer should be obvious.
Cameroon is not a neutral party to the investigation because the crash occurred on its land shortly after the plane left Douala Airport.
Therefore, it must be presumed that the Cameroon authorities might be keen to demonstrate that the crash was no fault of theirs, that it cannot be pinned down to erroneous clearance for take-off in inclement weather, or faulty instrumentation to guide such decisions.
Then we come to Kenya, or Kenya Airways, to be precise. It was their plane that went down. The reputation, and business prospects, of an airline rests on all those things they advertise: Flatter beds, more leg room, friendlier service, superior smiles, on-time arrivals and departures, less unpalatable food, route networks and so on.
And, preferably left unsaid lest customers be reminded about the hazards of flying, the safety record.
The Abidjan disaster of six years ago was seen as an aberration; it happened to one of the safest and best airlines in Africa. Another major crash so soon afterwards is a veritable disaster for KQ's safety record. The last thing the national carrier would want is to be shown at fault for the Douala crash.
Then we come to Boeing. Aircraft salesmen may not be as ubiquitous in every street corner as used-car dealers. But in their rarefied world, they are just as pushy and aggressive.
The duel for global dominance between Boeing of the United States and European Airbus consortium gets as low down and dirty as can be.
If KQ 507 went down because of a manufacturer's defect or a basic flaw in the model, it will be like a punch in the solar plexus for Boeing. That will mean plenty of lost business.
So both are interested parties, and neither they, nor the authorities in their regions of domicile, can be entrusted with the all-important Black Box.
THE WORLD HAS CERTAINLY SUNK low if the investigation of a major plane accident is to be held hostage to political and commercial considerations.
If Dr Mutua's revelation is to be taken to its logical conclusion, then not even Canada is completely neutral. After all, the land of the maple leaf is joined by an umbilical cord to the US. It is also a member of the US-led Nato alliance.
At the same time, however, it is not just, like us, a mere member of the British Commonwealth, but it is still a British dominion. And the country also has a large population which looks to France rather than Britain.
Well, at least both Boeing and Airbus can trust Canada. But who shall we trust to tell us the unvarnished truth?
http://allafrica.com/stories/2007051...html?viewall=1
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Typical.
The comments in the article above hint at the amount of corruption (and conversely, lack of trust) that exists in that part of the big marble. This seems to go back to the idea that if someone is unwilling to trust you, it is probably prudent to limit your trust in them.
Dr. Mutua made one good point regarding the FDR: Like anything computerised, it can be fiddled with in a lab to produce lies upon request.
All the same, to imagine that Boeing (or Airbus?) would ever be so devious seems to be bordering on paranoid thinking.
Dr. Mutua made one good point regarding the FDR: Like anything computerised, it can be fiddled with in a lab to produce lies upon request.
All the same, to imagine that Boeing (or Airbus?) would ever be so devious seems to be bordering on paranoid thinking.
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You are probably aware of the Helderberg Accident B747 Combi that crashed off the coast of Mauritius almost 20years ago.
That ghost is alive and well on another website and you want to read there to what could have, and probably did have happened to the CVR and other tapes.
Sorry, mod, not my style to go off the thread.
That ghost is alive and well on another website and you want to read there to what could have, and probably did have happened to the CVR and other tapes.
Sorry, mod, not my style to go off the thread.
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I would venture that Cameroon, and Kenya too, wants Canada to lead the investigation because the Canadians conducted the Abidjan enquiry, and nothing came out for years.
That's probably what they are counting on. After all, the priority here as far as Cameroon CAA, Kenya CAA, KQ and the respective governments is the same. If any egregious mistakes were made they must remain secret, at least for as long as possible. The causes of the Abdijan crash were well obscured, greatly delayed and no official report was ever published. That's what they will be hoping for this time.
Can the NTSB be relied upon to keep schtumm? I think the Africans think not. They have this terrible habit of getting "lessons learned" out to all and sundry. Cameroon and Kenya will unite to prevent this.
Neutrality, my shiny metal butt!!
That's probably what they are counting on. After all, the priority here as far as Cameroon CAA, Kenya CAA, KQ and the respective governments is the same. If any egregious mistakes were made they must remain secret, at least for as long as possible. The causes of the Abdijan crash were well obscured, greatly delayed and no official report was ever published. That's what they will be hoping for this time.
Can the NTSB be relied upon to keep schtumm? I think the Africans think not. They have this terrible habit of getting "lessons learned" out to all and sundry. Cameroon and Kenya will unite to prevent this.
Neutrality, my shiny metal butt!!
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of the Abdijan crash were well obscured, greatly delayed and no official report was ever published
http://www.bea-fr.org/docspa/2000/5y...y-n000130a.pdf 25.7 Mb PDF file
Though it is from a french speaking agency it is not originated in Canada
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It seems the authorities are pointing fingers now - following is from Airwise News:
Quote:
--------------------
The pilot of a Kenya Airways plane that crashed in Cameroon this month decided to take off in stormy weather while other flights waited for conditions to improve, Cameroon's civil aviation chief said on Tuesday.
Cameroon has launched an investigation into the crash of the six-month-old Boeing 737-800, which crashed into swampy jungle not far from Douala Airport shortly after taking off around midnight on May 4-5. All 114 people on board were killed.
Relatives of the victims have criticized Cameroonian authorities over their handling of the accident. Search parties took nearly two days to locate the plane wreckage, which was found less than 6 km from the end of the runway.
The head of Cameroon's Civil Aviation Authority, Ignatius Sama Juma, said the Douala control tower had advised the captain of Kenya Airways Flight 507 of the stormy weather conditions.
"Certainly, there was a storm problem," Sama Juma told Radio France Internationale, adding that only the official inquiry would determine whether the crash was caused by a technical fault or human error.
Sama Juma said the captains of two other planes also due to leave Douala the same night both decided to wait for weather conditions to improve. They left safely.
"The control tower gave all the meteorological information to the commander of (the Kenya Airways) flight... but he decided to take off... it was his decision," Sama Juma said.
There were angry scenes near the site of the crash on Monday when Cameroonian soldiers prevented a group of relatives of crash victims from visiting the location because they said the accident site required further work.
The dead passengers came from 27 nations, mostly African, but with others from China, India, Europe and elsewhere.
Only one "black box", the flight data recorder, has been recovered. Rescuers were looking for the cockpit voice recorder.
Responding to criticism that Cameroonian authorities wasted nearly two days searching for the plane 150 km from the crash site, Sama Juma said the automatic distress beacon on board had stopped transmitting soon after take-off.
"When the crash took place... we think the beacon was immediately destroyed... it stopped transmitting, so that made precise location more difficult," the official said.
He added the search was misled by data provided by a satellite tracking station in Toulouse.
Sama Juma said Douala Airport did not have a ground surveillance radar, which would have made it much easier to locate the wreckage. "It's expensive to install surveillance radar," he said.
------------------------
End of quote
Quote:
--------------------
The pilot of a Kenya Airways plane that crashed in Cameroon this month decided to take off in stormy weather while other flights waited for conditions to improve, Cameroon's civil aviation chief said on Tuesday.
Cameroon has launched an investigation into the crash of the six-month-old Boeing 737-800, which crashed into swampy jungle not far from Douala Airport shortly after taking off around midnight on May 4-5. All 114 people on board were killed.
Relatives of the victims have criticized Cameroonian authorities over their handling of the accident. Search parties took nearly two days to locate the plane wreckage, which was found less than 6 km from the end of the runway.
The head of Cameroon's Civil Aviation Authority, Ignatius Sama Juma, said the Douala control tower had advised the captain of Kenya Airways Flight 507 of the stormy weather conditions.
"Certainly, there was a storm problem," Sama Juma told Radio France Internationale, adding that only the official inquiry would determine whether the crash was caused by a technical fault or human error.
Sama Juma said the captains of two other planes also due to leave Douala the same night both decided to wait for weather conditions to improve. They left safely.
"The control tower gave all the meteorological information to the commander of (the Kenya Airways) flight... but he decided to take off... it was his decision," Sama Juma said.
There were angry scenes near the site of the crash on Monday when Cameroonian soldiers prevented a group of relatives of crash victims from visiting the location because they said the accident site required further work.
The dead passengers came from 27 nations, mostly African, but with others from China, India, Europe and elsewhere.
Only one "black box", the flight data recorder, has been recovered. Rescuers were looking for the cockpit voice recorder.
Responding to criticism that Cameroonian authorities wasted nearly two days searching for the plane 150 km from the crash site, Sama Juma said the automatic distress beacon on board had stopped transmitting soon after take-off.
"When the crash took place... we think the beacon was immediately destroyed... it stopped transmitting, so that made precise location more difficult," the official said.
He added the search was misled by data provided by a satellite tracking station in Toulouse.
Sama Juma said Douala Airport did not have a ground surveillance radar, which would have made it much easier to locate the wreckage. "It's expensive to install surveillance radar," he said.
------------------------
End of quote
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God help us if it's true - shades of the B732 ADC crash last October in Nigeria. Friends who have flown in Africa have described the sometimes shameful pressure they have been put under to operate flights "on time" (ie; African "on time") in conditions that were not fit to fly in. Or are they just trying to fit up a dead pilot as usual?
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A couple of bits and a photo in this latest edition:
http://www.flightglobal.com/articles...737-crash.html
http://www.flightglobal.com/articles...737-crash.html
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FDR in limbo - Still no examination - now going on 2 weeks.
Slow progress in investigation.
Slow crash inquiry frustrates U.S.
The investigation into the May 5 crash in Cameroon of a new Boeing 737-800 has been so slow and frustrating that some members of a U.S. team sent there to help have returned home.
A U.S. government source, speaking on condition of anonymity, said members of the U.S. team only recently were able to begin a detailed examination of crash wreckage.
Even more frustrating for investigators, the source said, is the delay in analyzing the Kenya Airways plane's flight data recorder. One of two so-called black boxes on the plane, it was found shortly after the crash site was located, but local authorities have refused to send it away for examination. Cameroonian authorities apparently have not been able to decide who should have jurisdiction.
The flight data recorder could provide valuable clues to what caused the plane to crash shortly after takeoff, apparently during a storm. All 105 passengers and nine crew members were killed.
Nearly 1,200 of the Boeing 737-800 models are in operation around the world.
Of two Boeing Co. investigators sent to the scene after the crash, one has returned to Seattle. The lone Federal Aviation Administration representative also has left. And some members of a National Transportation Safety Board team have pulled out, the source said, although the lead NTSB investigator is still there.
Boeing, the FAA and the safety board all declined comment Thursday, although a Boeing spokeswoman confirmed that the company still has one person at the scene.
Aviation experts say the slow pace of the investigation is typical of what can happen after a jet crash in Africa.
But it is important that the flight data recorder be examined as soon as possible, said John Nance, a former 737 pilot for Alaska Airlines and an aviation safety consultant.
This was a new Boeing jet, he said, and there so far are few clues as to what may have happened. The crash could have been weather-related, the result of pilot error, a mechanical problem or even sabotage, he said.
It's important that U.S. experts not be hindered in their investigation, he said.
Media reports from Kenya and Cameroon have said the two countries have been unable to agree on who should examine the flight data recorder.
A Kenyan official has been quoted as saying that country would like the flight data recorder to be examined by Canadian authorities rather than the NTSB to avoid bias. But the decision is up to officials in Cameroon, who reportedly want the French to analyze the data.
Boeing said the flight data recorder on the jet is one of the latest models and was able to record 1,000 parameters of information. For investigators, that could provide a gold mine of clues about what went wrong.
The jet's other black box, which would have recorded the conversations in the cockpit between the two pilots, as well as the sound of any alarms going off, has not been found.
In addition to the squabble between governments over the flight data recorder, the investigation has been hampered by the location of the crash -- in a swamp. Most of the wreckage remains buried in muck.
Kenya Airways Flight 507 went down near the village of Mbanga Pongo near Douala, Cameroon. The Boeing 737-800 was headed for Nairobi.
It was a new plane, delivered by Boeing in October to Singapore Aircraft Leasing Enterprise, which leased it to Kenya Airways. The airline took delivery of two other 737-800s from the leasing company last year.
The jet that crashed had accumulated fewer than 500 cycles, according to Boeing. Each takeoff and landing counts as a cycle.
It was only the second crash ever of one of Boeing's next-generation 737s in which passengers were killed. The first occurred in the heart of the Amazon jungle over Brazil in September when a 737-800 operated by Gol collided at 37,000 feet with a private jet. The private jet did not have cockpit equipment turned on that could have alerted the pilots that they were on a collision course with the airliner.
All 155 people onboard the Gol 737 were killed.
Until the Gol accident, the only fatal accident involving a next-generation 737 occurred when a Southwest 737-700 was unable to stop after landing in a snowstorm at Chicago's Midway Airport. The plane went through a fence at the end of the runway and hit at least two cars, killing a 6-year-old boy in one.
Boeing makes four next-generation 737 models -- the 737-600, -700, -800 and -900. The first to enter airline service was the 737-700, with Southwest in December 1997.
More than 2,000 next-generation 737s are in operation with airlines around the world.
The 737-800 entered airline service in spring 1998. It has become the best-selling of the next-generation models.
Through April, airlines had ordered 2,174 of the 737-800s, according to Boeing. About 1,000 of those have not yet been delivered.
The investigation into the May 5 crash in Cameroon of a new Boeing 737-800 has been so slow and frustrating that some members of a U.S. team sent there to help have returned home.
A U.S. government source, speaking on condition of anonymity, said members of the U.S. team only recently were able to begin a detailed examination of crash wreckage.
Even more frustrating for investigators, the source said, is the delay in analyzing the Kenya Airways plane's flight data recorder. One of two so-called black boxes on the plane, it was found shortly after the crash site was located, but local authorities have refused to send it away for examination. Cameroonian authorities apparently have not been able to decide who should have jurisdiction.
The flight data recorder could provide valuable clues to what caused the plane to crash shortly after takeoff, apparently during a storm. All 105 passengers and nine crew members were killed.
Nearly 1,200 of the Boeing 737-800 models are in operation around the world.
Of two Boeing Co. investigators sent to the scene after the crash, one has returned to Seattle. The lone Federal Aviation Administration representative also has left. And some members of a National Transportation Safety Board team have pulled out, the source said, although the lead NTSB investigator is still there.
Boeing, the FAA and the safety board all declined comment Thursday, although a Boeing spokeswoman confirmed that the company still has one person at the scene.
Aviation experts say the slow pace of the investigation is typical of what can happen after a jet crash in Africa.
But it is important that the flight data recorder be examined as soon as possible, said John Nance, a former 737 pilot for Alaska Airlines and an aviation safety consultant.
This was a new Boeing jet, he said, and there so far are few clues as to what may have happened. The crash could have been weather-related, the result of pilot error, a mechanical problem or even sabotage, he said.
It's important that U.S. experts not be hindered in their investigation, he said.
Media reports from Kenya and Cameroon have said the two countries have been unable to agree on who should examine the flight data recorder.
A Kenyan official has been quoted as saying that country would like the flight data recorder to be examined by Canadian authorities rather than the NTSB to avoid bias. But the decision is up to officials in Cameroon, who reportedly want the French to analyze the data.
Boeing said the flight data recorder on the jet is one of the latest models and was able to record 1,000 parameters of information. For investigators, that could provide a gold mine of clues about what went wrong.
The jet's other black box, which would have recorded the conversations in the cockpit between the two pilots, as well as the sound of any alarms going off, has not been found.
In addition to the squabble between governments over the flight data recorder, the investigation has been hampered by the location of the crash -- in a swamp. Most of the wreckage remains buried in muck.
Kenya Airways Flight 507 went down near the village of Mbanga Pongo near Douala, Cameroon. The Boeing 737-800 was headed for Nairobi.
It was a new plane, delivered by Boeing in October to Singapore Aircraft Leasing Enterprise, which leased it to Kenya Airways. The airline took delivery of two other 737-800s from the leasing company last year.
The jet that crashed had accumulated fewer than 500 cycles, according to Boeing. Each takeoff and landing counts as a cycle.
It was only the second crash ever of one of Boeing's next-generation 737s in which passengers were killed. The first occurred in the heart of the Amazon jungle over Brazil in September when a 737-800 operated by Gol collided at 37,000 feet with a private jet. The private jet did not have cockpit equipment turned on that could have alerted the pilots that they were on a collision course with the airliner.
All 155 people onboard the Gol 737 were killed.
Until the Gol accident, the only fatal accident involving a next-generation 737 occurred when a Southwest 737-700 was unable to stop after landing in a snowstorm at Chicago's Midway Airport. The plane went through a fence at the end of the runway and hit at least two cars, killing a 6-year-old boy in one.
Boeing makes four next-generation 737 models -- the 737-600, -700, -800 and -900. The first to enter airline service was the 737-700, with Southwest in December 1997.
More than 2,000 next-generation 737s are in operation with airlines around the world.
The 737-800 entered airline service in spring 1998. It has become the best-selling of the next-generation models.
Through April, airlines had ordered 2,174 of the 737-800s, according to Boeing. About 1,000 of those have not yet been delivered.
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DFDR dithering
None of us who have lived and worked in the region are surprised at this - there are those that would breathe a sigh of relief if, like so much else on the dark continent, it went 'missing' - irrespective of what it might reveal. The immediate victims of this procrastination are the relatives of the deceased who seek answers to in a small way explain their loss. Longer term, every day that goes by increases the chance that the data will be lost or compromised and lessons that could benefit aviation in general and African aviation in particular, will be lost.
Who are the stakeholders?
- Colonially, Cameroun is culturally tied to France, as Kenya is to the United Kingdom.
- The passengers/relatives: amazingly, there were no Kenyans on the flight, save the crew
- Kenya Airways has some links to the United States, the Netherlands and France through the KLM/Northwest and KLM/Airfrance / Skyteam linkages
- Boeing is of course tied to the United States
- The aircraft lessor may have some influence
Its probably not the sort of issue that would be discussed at the UN, but in sorting through this sordid and unacceptable squabbling, the African Union has a chance to show some statesmanship and resolve the issue in a heartbeat. John Kufuor (the president of Ghana) is the current head of the AU, which is based in Addis. Neither of these countries have a stake. All that is required is that Kenya and Cameroun agree to resolve the dispute at the AU. That is what its for. South Africa might have been an intermediary if it had the equipment, which I don't believe it does (?) but realistically I think there is now only one place for the CVR and the FDR to go: Canada. Canada is close and culturally similar enough to Seattle to satisfy Boeing. It is surely Francophone enough to mollify Cameroun, who hold the cards as the state of occurrence. And its hopefully anglophile enough to satisfy KQs desire for independance. Surely?
Who are the stakeholders?
- Colonially, Cameroun is culturally tied to France, as Kenya is to the United Kingdom.
- The passengers/relatives: amazingly, there were no Kenyans on the flight, save the crew
- Kenya Airways has some links to the United States, the Netherlands and France through the KLM/Northwest and KLM/Airfrance / Skyteam linkages
- Boeing is of course tied to the United States
- The aircraft lessor may have some influence
Its probably not the sort of issue that would be discussed at the UN, but in sorting through this sordid and unacceptable squabbling, the African Union has a chance to show some statesmanship and resolve the issue in a heartbeat. John Kufuor (the president of Ghana) is the current head of the AU, which is based in Addis. Neither of these countries have a stake. All that is required is that Kenya and Cameroun agree to resolve the dispute at the AU. That is what its for. South Africa might have been an intermediary if it had the equipment, which I don't believe it does (?) but realistically I think there is now only one place for the CVR and the FDR to go: Canada. Canada is close and culturally similar enough to Seattle to satisfy Boeing. It is surely Francophone enough to mollify Cameroun, who hold the cards as the state of occurrence. And its hopefully anglophile enough to satisfy KQs desire for independance. Surely?
Last edited by Pinkman; 20th May 2007 at 07:18. Reason: Made it slightly less patronising
The examination of the DFDR should proceed straight away.
The Cameroons as state of occurrence have first rights to direct who should decode it and of course under Annex 13 all parties have a right to participate.
All this crap about vested interests and dithering of data is just news fodder for public sale of newspapers.
The Cameroons as state of occurrence have first rights to direct who should decode it and of course under Annex 13 all parties have a right to participate.
All this crap about vested interests and dithering of data is just news fodder for public sale of newspapers.
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Interesting window into the the interface between flyers and journos:
http://www.salon.com/tech/col/smith/...skthepilot232/
Read and heed!
http://www.salon.com/tech/col/smith/...skthepilot232/
Read and heed!
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Thanks, barit1.
Talk about kicking in an open door......
Don't hold your breath, it won't happen soon.
Originally Posted by lomapaseo
The examination of the DFDR should proceed straight away.
Don't hold your breath, it won't happen soon.
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Quote: "All this crap about vested interests and dithering of data is just news fodder for public sale of newspapers"
Well Lomopaseo, just shows how little you know about Africans and the complex relationships on the continent.
You will know that Annex 13 states that: "The State of Occurrence shall institute an investigation into the circumstances of the accident and be responsible for the conduct of the investigation, but it may delegate the whole or any part of the conducting of such investigation to another State by mutual arrangement and consent"
It is perfectly clear that Cameroun does not have the facilities to analyse the DFDR and that it will need to contract a substantial portion of the investigation to another state. To do this without consulting the other stakeholders would be foolhardy, as this is a highly sensitive political issue. If you do not recognize that then clearly you do not understand African politics and I suggest you refrain from comment.
Well Lomopaseo, just shows how little you know about Africans and the complex relationships on the continent.
You will know that Annex 13 states that: "The State of Occurrence shall institute an investigation into the circumstances of the accident and be responsible for the conduct of the investigation, but it may delegate the whole or any part of the conducting of such investigation to another State by mutual arrangement and consent"
It is perfectly clear that Cameroun does not have the facilities to analyse the DFDR and that it will need to contract a substantial portion of the investigation to another state. To do this without consulting the other stakeholders would be foolhardy, as this is a highly sensitive political issue. If you do not recognize that then clearly you do not understand African politics and I suggest you refrain from comment.
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Whilst it is possible to agree with your conclusions as to the state of facilities, the reason you give for arriving at them is a gross oversimplification and a disservice to the many who spent their lives trying to engender change. Classic examples of self determination, without colonial help, is quite apparent in other countries on that continent.
It isn't just Africa, look what happened to the Kursk.
At least the Russians learnt and the next time a sub got into trouble they get the best help available.
First law of international relations.
"National pride increases in direct proportion to national incompetance"
At least the Russians learnt and the next time a sub got into trouble they get the best help available.
First law of international relations.
"National pride increases in direct proportion to national incompetance"
