Somalia – Our Helping Hand

The first of many C-5 Galaxy and other heavy cargo aircraft arrive early in the morning and maintain a steady flow for the remainder of the day. The Russian helicopters start their busy shuttles at dawn and maintain a constant presence until the last returns home to an African sunset.

The Australian controllers take over shift at 6. 00am from US Army controllers who man the tower at night for the Army Quick Reaction Force activities. The old interim control tower was a difficult, hot workplace, consisting of five shipping containers with the top one modified as the cabin. Located no more than 100 metres back from the runway the reverse thrust from the heavies shook the containers and the controllers to the point of collapse. With no soundproofing aircraft arrivals and departures made the task of hearing other aircraft impossible. Thankfully a new cabin has been provided and offers a few more functions and certainly provides some of the luxuries taken for granted at home.

The airfield is located on the coast and operates with a single 3050m runway (RWY 05/23) with no taxiways and an aircraft parking ramp at either end of the field. Processing anywhere between five and six hundred movements a day ,the runway gets a good workout. The RWY 05 approach is from the ocean and RWY 23 from overhead the city. This characteristic provides an unfortunate restriction to aircraft operations as there is the risk of small arms fire and rocket propelled grenade attack from the city approach, so all landings are RWY 05 and departures are RWY 23, keeping aircraft over the ocean to ensure their safety. There is always the threat of taking arms fire on the ground (especially at the threshold of RWY 23 as it lies extremely close to the perimeter and no mans land), so most departures are expeditious. The landing and takeoff restriction complicates the runway management with all departures and arrivals essentially in a head to head situation.

The Northern ramp is utilised for all UN and military aircraft up to the size of C-130 and there is never a dull moment. Run by the Operational Dispatch centre (ODC), the North ramp processes at least 400 passenger moves a day, most of which are UN personnel departing on leave. A large amount of freight is also handled mainly consisting of food, medicine and building materials for the outer-lying areas of Somalia.

The diverse range of aircraft and the nationalities operating here makes for an interesting workplace. Some of the countries regularly operating into Mogadishu include India, various African nations, UAE, Turkey, France, Italy, Germany, US, Saudi Arabia, and Pakistan to mention a few. The language barrier complicates the task at hand, but for most the aircraft operators’ flexibility and understanding helps to ensure everybody fulfils their role, including air traffic control. Sequencing aircraft from Tupolev 154s to Chinooks, with aircrews ranging from Italians to Africans, all for the one piece of runway, sets a challenge that most will not have encountered, but more than willing to take on. The amazing part about aviation is that no matter where you go in the world or the people you are with, you will always have a common bond or at least a common pastime, and a good cold beer after work provides the opportunity to meet face to face with the voices at the other end of the radio. A lot of problems are solved and many new friends are made, making everybody’s job that much easier.

The war has taken its toll on the airfield and its surrounds. The infrastructure that existed prior to the onset of hostilities now lies rusting, twisted and dormant. The plans for a world class international airport seem distant but have not been forgotten. The new terminal building, control tower and radar site (a Selenia system was planned for installation) remain incomplete and stripped of any valuable materials, what were new fire trucks and ground handling equipment have been thrown to the side. Airline companies that once flew into Mogadishu included Alitalia, Saudi Airlines and Yemena, and now under United Nations protection Air Afrique, operating a Boeing 707, and Daallo Airlines, operating a Tupolev 154, are the only two non UN RPT aircraft operating into the airfield.

Scattered around the field, graded into piles, are a number of aircraft wrecks, of most interest are the MiGs and other Somali Air Force aircraft. Most were flying up until late 1990 when the war deteriorated. With the collapse of the ministries, the defence force was reduced to nothing but a scrap pile. Other airfields around Somalia littered with the wrecks include Kismayo to the south and Belet Uen to the north west. The Australian and New Zealand Defence Force commitment to the United Nations in Somalia does not amount to a large force (around 80-90 personnel), however the two nations are responsible for the most essential functions in support of rebuilding Somalia.

The New Zealand contingent is led by Lt Col Charles Lott who is the deputy chief logistics officer for UNOSOM, and is responsible for the UN forces’ rations, which provides for 28,000 personnel, and the running of the general stores ware- house for UNOSOM. In 1993 the Royal New Zealand Air Force also supported the Australian battalion stationed at Baidoa and assisted RAAF C-130 Hercules with our troops’ withdrawal from Baidoa to Mogadishu.

The two countries share accommodation, with the air traffic controllers, airfield and port movements staff all living in the Kiwi camp at the airfield. The New Zealand executive officers and remaining support staff live with the Australians at the recently renamed “ANZAC House” in the city’s embassy compound. The camaraderie is as strong as it ever has been in the past and with the continuing cooperation we provide for each other, will only continue in the future.

The Australian Service Contingent (ASC) is commanded by Lt Col Brian Millen of the Australian Army. Responsible for all the Somali airspace, airfields and associated infrastructure, including the rebuild and support programme for airports, the job is critical to maintaining the continued success the UN has achieved in most areas of Somalia. The ASC also schedules, manifests and supervises the handling of all UNOSOM aircraft. Australians also control the major point of entry for UNOSOM in Nairobi dealing with all passenger and freight handling. The air traffic control element running the control tower was due to begin training Somalis last December and requalify the previous Somali controllers that still remain. In addition to the aviation related tasks ASC is also responsible for scheduling of freight and all troop deployments through out Somalia and the clearance of the Mogadishu shipping port.

Everyday in Somalia brings a new experience and working in an operational environment which requires flak jacket, helmet and carrying a Steyr assault rifle to go to work is initially a hard concept to acclimatise to, but as time goes on and the odd incidents do occur around the field, you are constantly reminded of the importance of your military train- ing and the equipment that is protecting you. This is not your average day at work! The day finishes in Mogadishu as it had started with the gunships, helicopters, fighters and reconnaissance aircraft scouring the skies in an effort to maintain peace. The problems here are very complex, and will not be solved overnight, but lets hope for the sake of those suffering, and those helping ease the situation in Somalia, it is resolved soon. Information on Some Companies Operating in Somalia Morris Catering – Registered in Brisbane, the company is contracted to the UN for freight and passenger movements throughout Somalia. The company has two DC-3 aircraft based in Mogadishu with four New Zealand pilots and an engineer.

Avior – Based in Miami USA, Avior has the contract for the Operational Dispatch Centre at Mogadishu which is responsible for all passenger and freight handling at the North ramp. The company is operating a Lear 25 and Cessna Citation between Nairobi and Mogadishu. Airkenya – From its Nairobi base, Airkenya is contracted by the UN to provide passenger and freight services between Nairobi, Mogadishu and Mombasa. The run is flown by a Fokker F27, of which the company has two. Airkenya’s fleet also consists of Twin Otters and a number of light aircraft for charter and freight operations throughout Kenya. Canadian Helicopters – Probably the largest civil operation in Somalia with a complement of five Mil Mi-26 helicopters and at least 10 Mil Mi-17 helicopters supplemented with Il-76 and An-124 transports as required by the UN, all piloted by Russians. With 39 bases throughout Canada and 400 aircraft available to its customers, Canadian Helicopters is no stranger to a task of this scale. The Mil helicopters were all new at the start of their duties here in Somalia except a Mil Mi-26 which was flown from Cambodia to Mogadishu at the completion of its UN tasking there.

Transafrik-Based in Luanda, Angola, Transafrik is operating regular passenger services between Nairobi, Mogadishu and Mombasa utilising an L-100. The company’s fleet comprises three Boeing 727s and three L-100 aircraft with a complement of 18 to 20 pilots.

Southern Air Transport – The largest commercial operator of the L-100, the civil version of the C-130 Hercules, Southern Air Transport began service in 1947 in Miami with a C-46 cargo aircraft. It now operates 18 L-100s, four DC-8s and four Boeing 707s. Southern Air Transport has a distinguished background in relief operations including Sudan, Turkey, Uganda, Ethiopia, Armenia and Ecuador to mention a few. The company started its relief work in Somalia mid 1992 with nine L-100s and now operates an L-100 on regular passenger and freight services between Kenya and Somalia along with any other UN tasking requirement within Somalia, including peacekeeping troop movements.

There are also a number of smaller companies contracted to the UN and some independent contractors operating from Mogadishu and other areas of Somalia in the relief effort. Featuring most prominently is the Beech King Air 200 along with the Cessna Caravan.

Of special interest the US State Department operates a King Air (modified for electronic surveillance) a turbo prop DC-3, a B212 helo, and a Schwitzer recon aircraft (IR, low light camera etc) which looks like a motorised glider and is painted in low vis green and operates with a pilot and a sensor operator. Also flying off the ships are unmanned aerial vehicles which operate over Mogadishu at night.