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Viewing cable 09KABUL398, BUILDING AFGHAN CIVIL AVIATION CAPACITY
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Reference ID | Created | Released | Classification | Origin |
---|---|---|---|---|
09KABUL398 | 2009-02-24 03:31 | 2011-08-24 01:00 | UNCLASSIFIED//FOR OFFICIAL USE ONLY | Embassy Kabul |
VZCZCXRO0468
OO RUEHDBU RUEHIK RUEHPOD RUEHPW RUEHYG
DE RUEHBUL #0398/01 0550331
ZNR UUUUU ZZH
O 240331Z FEB 09
FM AMEMBASSY KABUL
TO RUEHC/SECSTATE WASHDC IMMEDIATE 7476
INFO RULSDMK/DEPT OF TRANSPORTATION WASHINGTON DC 0131
RUCNAFG/AFGHANISTAN COLLECTIVE
RUEHZG/NATO EU COLLECTIVE
RHMCSUU/FAA NATIONAL HQ WASHINGTON DC
RXFSNHQ/NATO HQ BRUSSELS
UNCLAS SECTION 01 OF 03 KABUL 000398
DEPT FOR SCA/FO, SCA/RA, EEB/TRA/OTP AND SCA/A
DEPT PASS AID/ANE
DOT PASS FAA FOR RAY SMITH
NSC FOR JWOOD
OSD FOR SHIVERS
SENSITIVE
SIPDIS
E.O. 12958 N/A
TAGS: EAIR PREL EAID PGOV AF NATO
SUBJECT: BUILDING AFGHAN CIVIL AVIATION CAPACITY
REF: A) 08 Kabul 223
B) 08 KABUL 1661
C) 08 Kabul 2977
D) 08 Kabul 3019
E) 09 Kabul 267
¶1. (U) This is an action request message. Please see para 14.
¶2. (SBU) SUMMARY: International community efforts to support the
Afghan civil aviation sector are poorly coordinated and lack
coherence. The Ministry of Transport and Civil Aviation (MoTCA)
lacks capacity and leadership to manage effectively and safely
Afghan civil aviation operations. NATO Brussels has proposed
imposing a Brussels-led steering committee to advise the Government
of the Republic of Afghanistan (GIRoA) in efforts to transition air
space control to MoTCA. However, after consultations with ISAF,
ICAO, and MoTCA officials, Post strongly believes that such an
approach would be misguided. We believe a proposed Kabul-based
Civil Aviation Working Group (CAWG) led by MoTCA that includes the
U.S. military, ISAF, the USG, and major donors would be the most
effective means of coordination and would better support the goals
of the Afghan National Development Strategy. The CAWG would also be
an appropriate vehicle to organize support for the development of
Afghan human capacity, infrastructure, and technical operations in
the future. These alternatives will be discussed at interagency
meetings in Washington on February 23. END SUMMARY.
***************************************
A Snapshot of the Civil Aviation Sector
***************************************
¶3. (SBU) The Afghan civil aviation sector is in disarray with many
actors, both military and civilian, working disjointedly to advise,
guide, and manage a marginally capable Afghan Ministry of Transport
and Civil Aviation (MoTCA). Currently the U.S. Air Force (Central
Command's Combined Forces Air Component Command (CFACC)) manages
Afghan air traffic through the Combined Air Operations Center
(CAOC). Under U.S. Forces Afghanistan (USFOR-A) and the Combined
Security Transition Command-Afghanistan (CSTC-A), the U.S. military
actively develops the capabilities of the Afghan National Army Air
Corps (ANAAC) for military air transport operations. GIRoA lacks
capability to secure the airports and the Afghans are far from
minimum International Civil Aviation Organization (ICAO) compliance
(reftel E). NATO's International Security Assistance Force (ISAF)
operates the major airports in Afghanistan. The Afghans are
currently negotiating a deal with the Government of the United Arab
Emirates for the Emiratis to provide security at Kabul and Kandahar
airports through a British-based contractor. All other air
operations are run, poorly, by the Afghan government.
¶4. (SBU) Within the framework of the Afghan National Development
Strategy (ANDS), MoTCA is responsible for the rehabilitation,
organization, and management of the civil aviation sector in
Afghanistan. However, MoTCA's inability to manage day-to-day civil
aviation operations and to develop long-term policy strategies
places all civil aviation operations in jeopardy. The draft Civil
Aviation Law remains at a standstill in the Ministry and still
requires Cabinet approval before the President can send it to
Parliament for debate and passage. Securing a modern civil aviation
law that conforms to international standards is a critical component
for developing civil air operations because it would authorize MoTCA
to create a civil aviation authority (CAA). Without a CAA, MoTCA
does not have the legal and regulatory framework needed to develop
standards for safety and security.
¶5. (SBU) To further complicate matters, the Ministry has changed
leadership twice in the last four months. In November 2008,
President Karzai abruptly sacked the ninth minister of transport and
civil aviation since 2001 amid allegations of corruption and
mishandling of Hajj flight operations (reftels C and D). To date,
MoTCA does not have an appointed minister. Deputy Minister for
Technical Affairs Raz Mohammed Alami, a 40-year veteran of the
ministry and one of MoTCA's few aviation technical "experts," is the
Acting Minister; however, Alami's limited leadership skills in
policy making, lack of close ties to the President, and his dated
technical knowledge make him an imperfect solution to MoTCA's
leadership vacuum. Below Alami, there are no officials in MoTCA
with the technical knowledge, administrative skills, and policy
acumen required to lead MoTCA from pre-Soviet era air operations and
management into the 21st century.
¶6. (SBU) MoTCA has four foreign technical advisors: one from ICAO
KABUL 00000398 002 OF 003
who advises Kabul International Airport (KIA) on airport operation
standards and transition to Afghan control; one each from the
Federal Aviation Administration (FAA) and the Transportation
Security Administration (TSA); and one from the U.S. Air Force to
advise on air traffic operations. Without their daily support to
the Ministry, particularly to Alami, in planning and problem
solving, MoTCA would barely function. Recently Acting Minister
Alami told FAA Rep that his priority is to shepherd the Civil
Aviation Law through the cabinet so that it can finally be sent to
Parliament; however, other more pressing day-to-day operational
needs at MoTCA continually claim his time and divert his attention.
¶7. (SBU) Weak donor coordination and inadequate training of MoTCA
officials have undermined donors' well-intentioned efforts to
support aviation-related infrastructure projects. For example, the
Japanese-funded USD 35 million state-of-the-art, international
terminal at KIA remains empty and its jet-bridges unusable because
MoTCA does not have the trained staff, money, or capability to
manage such new technology. The Japanese have promised another USD
15 million to build a new air traffic control tower and fire station
at KIA. The Germans are building a new runway and terminal at the
Mazar-i-Sharif airport to support German provincial reconstruction
teams (PRTs) in the north. The Asian Development Bank has an
ongoing USD 32 million project for regional airport development.
Meanwhile, the GIRoA struggles to find funding for an air traffic
surveillance system to replace the current low-tech landline phone
and GPS tracking system. Such a surveillance system would allow
MoTCA to easily track air traffic and ensure greater safety of
aircraft flying in Afghanistan, a key component to Afghanistan
meeting ICAO standards (reftel E).
*******************************************
Proposal for NATO Brussels-Led Intervention
*******************************************
¶8. (SBU) Post understands that NATO Brussels' International Staff
(NATO I.S.) has a proposal to revive the Civil Aviation Steering
Committee, which existed 2004-07 but accomplished little and was
rolled up when the ANDS was launched. This Steering Committee,
using Brussels as a focal point, would bring together all elements
of NATO concerned with Afghan air operations and advise MoTCA from
Brussels on how to increase its technical and policy capacity to
manage civil aviation operations. An executive group would be
advised by various advisory working groups including technical
operations and air traffic control with the overarching goal of
bringing Afghans to the point where they can safely and effectively
manage their airspace and other civair operations. While Post
agrees with the end goal, we also believe this approach is
misguided.
¶9. (SBU) NATO IS also tried one year ago to revive the Civil
Aviation Clearing House and Steering Committee in an attempt to
sideline the GIRoA and allow the military effectively to manage
civil aviation operations writ large (reftel A). While the GIRoA
lacks capacity to manage civil aviation functions, the ANDS process
to which the USG and other major donors have committed calls on the
international community to work in concert with the GIRoA to develop
the Afghans' ability to control their own airspace. As
Afghanistan's main political forum for engaging the international
community on economic development issues across all sectors, the
Joint Coordinated Monitoring Board (JCMB) and the ANDS framework
have superseded the NATO Clearing House/Steering Committee structure
for civil aviation development. Competing, donor-driven frameworks
like the NATO-Brussels led Steering Committee would alienate Afghan
leadership and limit the capacity of MoTCA develop technical and
policy-making capabilities.
******************************
A Civil Aviation Working Group
For Coordinated Action
******************************
¶10. (SBU) Acting Minister Alami has told FAA rep on numerous
occasions that the Afghan government prefers a Kabul-centered
advisory group, led by the Minister of Transport, that supports the
ANDS. He strongly disagrees with a NATO Brussels-led group that
relegates the Afghan government's participation to merely receiving
instructions from Brussels. Moreover, Post is increasingly
concerned that there are no efforts to prioritize infrastructure
projects and no mechanism for coordinating donor engagement in the
civil aviation sector. The NATO-Brussels proposal lacks any such
mechanism. Therefore, in consultation with ISAF, MoTCA, and ICAO
KABUL 00000398 003 OF 003
and with the aim of achieving shared objectives, Post has been
working to organize a Kabul-based Civil Aviation Working Group
(CAWG) to be chaired by the Minister or Acting Minister and with
membership consisting of ISAF, ICAO, FAA, the U.S. Air Force, the
U.S. Embassy, and, importantly, the major donors (Germany, Japan,
Asian Development Bank, and the World Bank). ISAF, MoTCA, and the
Embassy have tentatively agreed to aim for an early April launch of
the CAWG.
¶11. (SBU) In a February 21 meeting with FAA rep and Econoff, Major
General Charles Sullivan, the Director of ISAF's Air Coordination
Element, strongly supported Post's efforts to develop a Kabul-based
CAWG. Sullivan agreed that the working group is a critical
component of coordination efforts that will gradually enable the
Afghans to take over their airspace and allow NATO to cede control
of Afghan airspace to the GIRoA.
¶12. (SBU) Post believes the CAWG presents the following merits over
the NATO proposal as a mechanism for organizing international
support for Afghan civil aviation. The CAWG:
-- Involves Afghan leadership and thus ownership;
-- Is better linked to the ANDS;
-- Includes donor countries and is thus better placed to prioritize
assistance projects;
-- Is Kabul-based, not Brussels-based; and
-- Offers greater potential to bring a strategic approach to
strengthening civil aviation and transitioning to Afghan control.
¶13. (SBU) Post believes that improving coordination among donors,
multilateral and bilateral, for the fledgling MoTCA will require
close cooperation between civilian and military partners in Kabul
and a strategic approach as a way forward. This approach would
offer a framework, currently lacking, that would enable Afghans over
time to replace international partners as managers of the civil
aviation sector. Such a proposal might usefully consist of four
pillars: institution building, technical training, civil aviation
operations and on-the-job training (OJT), and, lastly,
infrastructure.
¶14. (SBU) For longer term consideration, Post notes that this
four-pillar structure would require numerous civilian technical
advisors to develop human capacity of MoTCA and could entail
significant USG resources that have not yet been identified, if we
decide to take on a leading role. FAA is developing a proposal for
inter-agency consideration in the near future. An immediate
decision to support the establishment of a CAWG in Kabul does no
more than leave the door open to such a decision and protects the
developing trust on the ground between civilian and military actors
and the GIRoA and the international partners with respect to civil
air operations.
¶15. (SBU) ACTION REQUEST: Post recognizes the shared goals of NATO,
ISAF, MoTCA, U.S. Air Force, and various Washington agencies in
improving Afghan civil aviation capability to minimum compliance
with ICAO standards and shifting responsibility of air operations
over time to a capable MoTCA. To that end, Post strongly supports a
Kabul-based, Afghan-led, civilian and military jointly coordinated
effort to support the Afghan civil aviation sector. Post asks that
the Department urge the Department of Defense to support the
Kabul-based Civil Aviation Working Group that will work in concert
with Afghan authorities in support of the ANDS. Post also
recommends the Department advise USNATO of efforts to coordinate
civil aviation development in Kabul and instruct USNATO to build
support for this strategy with relevant NATO officials while
opposing efforts by the NATO I.S. to revive ideas of enduring NATO
control over Afghan airspace.
DELL