Features
An analysis of a deadly runway overrun
by Capt. G A Fernando, MBA
gafplane@sltnet.lk
RCyAF, Air Ceylon, AirLanka, Singapore Airlines and SriLankan Airlines
President Aircraft Owners and Operators Association, Sri Lanka
Former Chief Pilot Boeing 737
Former Deputy Chief Pilot Lockheed L 1011, Tri Star
Former Member Accident Investigation Team CAASL.
Former Crew Resource Management Facilitator SIA
On the night of 1st June 1999, an American Airlines Flight 1420, a MD 82 aircraft, was approaching Little Rock Airport, Arkansas, USA, carrying 139 passengers, with thunderstorms in the vicinity. They were over two hours late and the pilots were trying to beat the onset of weather ,which was already moving in creating intense precipitation (rain), reducing visibility and causing strong cross winds at speeds well beyond the limits imposed by the Company Operations Manual which the pilots had to follow. Little Rock is subjected to frontal weather. In the USA, cold air masses moves in from the north, literally ploughing under warm moist air from the south (Gulf of Mexico) and pushing upwards to create violent thunderstorms.
The resulting rain brings about down draughts of air which manifest themselves as wind after hitting the ground and spreading out. (Microbursts) causing a phenomenon known as low level ‘Wind Shear’ that can be extremely dangerous to aircraft approaching to land. It manifests itself as a sudden change of wind speed at low level which may make the aircraft fall out of the sky with insufficient height to recover!
Microburst
The pilots of American Airlines Flight 1420, had been awake for a long time and they were at the tail end of their fight duty period, after a long day. They were attempting to fly, looking for visual clues outside the aircraft, (they could see the lights of the airport occasionally), when it was really instrument flight conditions. Basically, there are two rules to fly by. Visual Flight Rules (VFR) or Instrument Flight Rules (IFR). After a mid-air collision over the Grand Canyon, USA, in 1956, where both aircraft involved were flying visually, it was required that all commercial airlines will file their Flight Plans in accordance to IFR until such time the pilots declare that they have the destination airport in sight. At this time, their flight is automatically considered a flight operating, in accordance with VFR. Trying to ‘eyeball’ known traffic even today is worse than looking for a needle in a haystack.
The two pilots of flight AA1420 had been aware of the forecast weather for Little Rock, before they departed on their short flight from Dallas-Fort Worth, Texas. Taking into consideration the speed of the moving weather fronts, it is relatively easier to forecast, accurately, expected weather at the time of arrival, in that part of the world, than in the weather in the Tropics. From the Cockpit Voice Recorder (CVR) the Crew were observed by the accident investigators, to be calm and collected till the actual weather at the airport was communicated to them by the Air Traffic Controller at Little Rock. They were fully expecting to get to their destination before the weather moved in. It looked as if the weather was closing in fast.
Then the ‘human condition’ kicked in and things happened fast. Through the years, while aviation technology improved and aircraft were more and more reliable, the human has remained basically in the Stone Age, fallible, unimproved and unreliable. (Essentially not supermen but of muscle, blood, skin and bone) and subject to fear and emotion. In reality, no flight is error free. Some observers, on safety audits, have detected over 300 errors made by a single crew on routine flights even in the best of airlines. Most individual crew errors are detected or are inconsequential. The few that filter through, gets picked up by the second crew member. If a serious error that gets through undetected, and results in an undesirable situation, that, too, could be corrected, even at the last moment. Thus saving the day. “To err was human” as said by Cicero. Through intense training and continuous evaluation, It is the role of the crew to avoid and trap errors, manage threats to air safety and mitigate their effects when necessary. Pilots don’t have control over threats, such as weather. That is how the system should work. As the aircraft gets closer and closer to the destination, the tolerance limits also narrows down. For instance, airlines fly along airways that are 10 miles wide at 30,000 feet and are expected to land on a Runway strip 150 feet wide, demanding greater flying accuracy from the crew resulting in greater stress. Greater the stress, greater the chances of making errors which are classified by the behavioural scientists as ‘Slips, Lapses, Mistakes and Violations’.
To illustrate the point, using the analogy of driving a car, if one is expected to drive at 100 kph in a freeway and the speed slowly creeps up to 110 kph, before one recognises the error it is considered to be a ‘slip’. If one forgets to wear one’s seat belt, the error is considered to be a ‘lapse’. If one attempts to overtake on a dual lane road, based on one’s judgement and then realises that there is a car coming in the opposite direction and one is forced not to overtake, that type of error is called a ‘mistake’. If one is aware that one is breaking the law and one continues to do so regardless, that becomes a ‘violation’. (Like crossing double white lines, when overtaking.)
With AA1420 the presence of thunderstorms in the immediate vicinity and associated lightning, turbulence, air speed fluctuations of the aircraft, provided distractions, there is a possibility of self-induced stress. This is exactly what happened. While attempting to align the aircraft on the runway, in strong cross wind condition, they landed a bit deep. Being too busy (task overloaded) on the final approach, both crew members forgot to arm the automatic Ground Spoilers, resulting in an overrun of the wet runway. The Ground Spoilers are the devices on the top surface of the wing that pop out and literally spoils the lift of the wings a few seconds after touch down. The spoilers operate automatically when armed, pressing the wheels to the ground to improve braking action. If that didn’t happen either crew member could, reach across and physically pull a handle that can deploy the spoilers manually.
There was another human consideration known in the industry as ‘Intra Cockpit Authority Level’, between the Captain and the First Officer. The Captain, in this case, was a 10,000-hour, former US Air Force Veteran and Management Pilot, while the First Officer was a new hire with low experience, who may not have wanted to suggest that the Captain aborts the landing approach and goes around or interfere with the controls, as it would be misconstrued as ‘mutiny’. The million dollar question is, why he keep quiet when it also involved preservation of his own life?
Usually, it is left for the Captain (the team leader), at the initial briefing, to set the tone, by saying something like “if you see me do something unacceptable or dangerous, please sing it out loud even at the risk of being embarrassed”, because the Captain may sometimes give a logical explanation for his actions afterwards. Unfortunately, from what we could gather from the Cockpit Voice Recorder (CVR) that didn’t happen. There wasn’t time for even a proper briefing which should have been done before the top of descent, covering all options including a possible diversion to an alternate airport with better weather, or to their departure airport, which was Dallas-Fort Worth where the weather was good. That could have been a far safer option than landing on a wet runway with high cross winds. While continuing the landing in high winds was a ‘violation’, in certain countries, the Captain and Crew are allowed to proceed down to a minimum altitude and ‘take a look’ and abort (go around) the landing, if the situation is deemed to be unsafe. To some airports, like London, England, it is illegal for the crew to even commence an approach if the landing conditions are unacceptable. This regulation was imposed after an Ariana Afghan Airlines approached in bad weather, with 62 people on board, to London Gatwick, England, 51 years ago, and crashed.
Anyway the final result with flight AA 1420 was that the aircraft couldn’t stop, skidded sideways, overran the runway and hit a man-made obstacle that was not frangible (Breaking on impact), destroying the aircraft, killing the Captain instantly and 10 other passengers. The wreck caught fire. The crash was avoidable if the pilots delayed their approach to land or diverted to another airport and if that killer obstacle had been removed by the airport authorities. After the accident, the Captain’s wife took the Airport Authorities to court and was awarded damages of 2 million US Dollars, against the authorities, for not having frangible obstacles in the Runway End Safety Area (RESA). A long day, Pilot fatigue and a behavioural phenomenon called ‘get -there-a–ritis’ (also known as get-home-a-titis) where the pilots were intent at landing at any cost, under self-imposed pressure may have been contributing factors. In the opinion of the Accident Investigating team, the thunderstorms were far too close to the airport and recommended that aircraft should not commence an approach for landing, if the thunderstorms were closer than five miles from the airport. It was also recommended that arming of the Ground Spoilers be included in the ‘Before Landing Checklist’ The Accident Investigation team took over two years (in the comfort of quiet, air conditioned command centre) to analyse the case of American Airlines 1420 and quite rightly stated that it would be unfair to solely blame the crew who had less than two minutes, in demanding conditions, to make crucial decisions between life and death. Their objective was to find the cause behind the cause
As a standard practice, the aviation industry learns from crashes that occur in any part of the world. Pilots in our part of the world are as human as anywhere else. It is very easy to imagine that a similar scenario could happen in Sri Lanka, where similar weather patterns are encountered during the Inter-monsoon seasons (evening thunder showers). I am sure we have all seen the mighty power and devastating effects of the wind just before the onset of a storm. They blow down trees and damage roofs. Doppler Radar, capable of spotting wind shear is still a dream. Obstacles at the end of the runway should be identified and removed because aircraft can be at the wrong place at the wrong time. It is a case of evaluating the risks, by the operating crew.
That is what Safety Management is about. According to the International Civil Aviation Organisation (ICAO), being proactive, predictive and preventive is the name of the game. Unfortunately, many want to be in the spotlight as ‘movers and shakers’ of the a Aviation Industry but wouldn’t give two hoots to make the system safer. We have seen in the past that It is difficult to hold anyone accountable after an accident. The easy way out is to blame the pilots.
Perhaps. as Anton Jones in his popular ‘Baila’ about the Martinair crash at Maskeliya, says “Kageda warada notherai” (We don’t know whose fault it is).
That is the stark reality.
Features
EU-approved sterile pharma facility launched
The launch of Sri Lanka’s first locally manufactured self-dialysis solution bags by Kelun Lifesciences has coincided with the World Kidney Day.
The company said the new supply bags, designed for home-based self-dialysis treatment, would benefit thousands of Sri Lankans suffering from chronic kidney disease by allowing them to undergo treatment in the comfort of their homes.
The launch represents a significant development in the country’s healthcare sector as the dialysis solutions are produced at Sri Lanka’s only sterile injectable manufacturing facility to receive the prestigious EU Good Manufacturing Practice (EU GMP) certification.
Company officials said the certification places Sri Lanka among a small group of nations capable of producing sterile pharmaceutical products under the strict regulatory standards required by the European Union.
“This milestone elevates Sri Lanka into the same elite tier as established pharmaceutical manufacturing nations such as Germany and Switzerland,” the company said, noting that the EU certification also enables the export of locally produced sterile medicines to highly regulated global markets.
The newly introduced self-dialysis bags support a treatment method known as Continuous Ambulatory Peritoneal Dialysis (CAPD), which allows patients to perform dialysis themselves without frequent hospital visits.
Health sector specialists say the technology can significantly ease the burden faced by patients with chronic kidney disease, many of whom must travel long distances for treatment several times a week.
“With this technology, patients can carry out dialysis in their own homes. It gives them greater independence and restores valuable time to their lives,” company officials said.
Kelun Lifesciences noted that the local production of dialysis solutions would also enhance the country’s health security by reducing reliance on imported medical fluids.
The company said replacing imported dialysis fluids with locally manufactured alternatives would help retain millions of dollars in foreign exchange annually while strengthening Sri Lanka’s pharmaceutical manufacturing capacity.
Officials added that the EU-certified facility would also open new avenues for export earnings, enabling Sri Lanka to compete in high-value pharmaceutical markets.
The initiative coincides with the global theme of World Kidney Day 2026, which emphasises the need to “care for people and protect the planet.”
Kelun Lifesciences said producing dialysis solutions locally would also reduce the environmental impact associated with long-distance shipping of medical supplies.
Industry analysts say the development represents a step forward in Sri Lanka’s efforts to transform itself from a consumer of pharmaceutical imports into a producer of high-quality medical supplies for both domestic use and export.
Features
Indian Ocean zone of peace torpedoed!
The US Navy’s torpedo attack on the Iranian frigate, IRIS Dena, on 4th March 2026, just outside Sri Lanka’s territorial waters, killed over 80 Iranian sailors. The Sri Lanka Navy rescued over 30 sailors and provided medical assistance for them in Galle while also recovering the floating corpses of the victims. Thereafter, a second Iranian naval vessel, the IRIS Bushehr, which also requested permission to dock, was permitted into Trincomalee by the Sri Lanka Navy, after separating its crew from the ship and bringing them to Colombo. A third ship, the IRIS Lavan, an amphibious landing vessel, requested to dock in the Southern Indian port of Cochin, with 183 crew, on the same day the Dena was attacked, and has been there since.
There are many aspects of these three incidents that have not been dealt with by the mainstream media, with any degree of seriousness, and warrants deeper analysis.
While the US and Iran are at war, the destruction of the frigate happened within Sri Lanka’s Exclusive Economic Zone, but outside its territorial waters within which other countries, too, have rights of navigation. That is, this was far away from the main theatre of war in West Asia. But with this unprovoked attack in the Indian Ocean, the war and its consequences have come to Sri Lanka and India’s home-turf. The Dena was taking part in the MILAN 2026 naval exercise, organised by the Indian Navy, from 15th – 25th February, 2026, in which the US was also scheduled to take part, but, interestingly, withdrew from at the eleventh hour. One of the requirements of this exercise was for participating vessels to not carry ammunition. The Dena would have ordinarily been armed with various missiles and guns, including anti-ship missiles. Since the US was also supposed to take part in the exercise, this crucial information would also have been part of the US’s knowledge.
In this sense, it was an unprovoked attack against a ship that the US Navy knew well could not have defended itself. In real terms, this is no different from the US-Israeli alliance’s bombing of the girls’ school, ‘Shajareh Tayyebeh,’ in the town of Minab, in southern Iran, on 28th February, killing 165 people who were mostly children. Again, unprovoked and even worse, defenseless. In more recent times, President Trump has blamed this attack on the Iranians themselves, and as usual, without evidence.
The US attack changes the rules of the game. This establishes that any unarmed ship – military or otherwise – is fair game to any state which has the wherewithal to attack and get away with it. The US’s usual bravado, hero-centric narratives and talk of being fair in military contexts has been typified by countless Hollywood war movies, from Rambo to Sniper. However, US Secretary of Defence Pete Hegseth has clearly indicated the present reality and precedent when he noted the US would now ignore “stupid rules of engagement” and “[punch] them while they’re down.” Hegseth and the US war machine have now given Iran and anybody else who wishes to engage with the US, the same set of rules of engagement governed under the Law of the Jungle.
The sinking of the Iranian frigate, Colombo’s rescue of the victims and providing protection to the Bushehr and its crew, and India offering refuge to the IRIS Lavan and its crew but remaining silent about it until after the news on the Sri Lankan action broke out, open many questions for reflection.
All three ships had been invited by the Indian Navy to take part in an international exercise involving over 70 countries. The crew of the Dena had even paraded in the presence of the Indian President not too long before their untimely end. Having invited them to the exercise and given the hostile environment the unarmed Iranian vessels would have to face in the prevailing conditions of war, why did the Indian Navy or the country’s government not invite the Iranian ships to anchor in the relative safety of one of its harbors or even in Visakhapatnam itself where the exercise took place? This would have been a matter of political courtesy. On the other hand, did the Iranians even request such help from India except for the Lavan in the same way they asked the Sri Lankans? At the time of writing, we do not have clear answers to these crucial questions which have not been, by and large, raided in any serious way.
It is ironic that the attacks took place in a ‘zone of peace’. The resolution declaring the ‘Indian Ocean as a Zone of Peace’ was initially proposed by then Prime Minister of Ceylon Sirimavo Bandaranaike at the 1964 Non-Aligned Conference and was later adopted by the UN General Assembly as Resolution 2832 (XXVI) on 16th December 1971. Although the declaration was never taken seriously by the usual bandwagon of chronically belligerent states, particularly the US and the likes of China, France, Russia, UK, etc., violence as significant as the sinking of the Dena with its death toll and environmental consequences to the countries in the region, particularly to Sri Lanka, has not happened since the declaration.
The incident also took place within an area recent Indian foreign policy regards as its ‘neighbourhood’ under its ‘Neighbourhood First’ strategy, officially introduced in 2014. It is aimed at strengthening India’s ties with Afghanistan, Bangladesh, Bhutan, the Maldives, Myanmar, Nepal, Pakistan, and Sri Lanka guided by five basic principles which include Respect, Dialogue, Peace, Prosperity and Culture. Is it not surprising that India, with its unquestionable leadership in the region, could not prevent something this destructive in its own neighbourhood, or even offer help or protection after the naval exercise, to the beleaguered Iranians with whose country India has traditionally had a strong and long association? It is in this context that one can understand former Indian Foreign Minister Kanwal Sibal’s observation on X that “the US has ignored India’s sensitivities as the ship was in these waters because of India’s invitation.” It is disrespectful towards India, to say the least, when the country’s government has, in recent times, made herculean efforts to be included in the country club to which the US, Israel and other such nations belong.
Things look much worse against the backdrop of India’s deafening silence. For all its rhetoric, India comes off as small, insignificant and afraid in this situation which does not help if it still wishes to be taken seriously as an undisputed leader in the Global South. On the other hand, if the Indian government has completed its move in the direction of the Global North (obviously not geographically but politically) and wishes to be included within the rich, the powerful and the belligerent in the prevailing world order, then this positioning is correct. Perhaps, taken in India’s national interest, this is fair enough.
Unfortunately, however, the big boys in the ‘west’ do not still seem to consider India as an equal despite all it has to offer economically and all its efforts to be included in the big boys’ club. After all, Trump’s demand that India stop buying petroleum products from Russia, despite its cost-effectiveness, and only from US-declared sources, was accepted by India, without much resistance. Now, the US has declared that India has a window of 30 days to buy Russian oil, given the developing situation in the Strait of Hormuz because of the US-Israeli war. Unfortunately, this is not the way equals treat each other.
In this context, the following observation in the 8th March editorial of The Morning becomes pertinent and throws light on the instability and opaqueness of the region and its taken-for-granted positions of leadership in the global scheme of things: “India has, in the past, demonstrated a willingness to intervene diplomatically when foreign naval vessels, particularly those belonging to China, attempted to enter Sri Lankan ports. On several occasions, New Delhi has openly objected to Chinese research ships docking in Sri Lanka, arguing that such visits could have security implications for India.” This is not simply a reality but now standard diplomatic practice for India when dealing with Sri Lanka. As The Morning editorial further pointed out, “given that precedent, many observers are now asking a different question: why was there such silence when an American submarine was operating in close proximity to Sri Lanka and ultimately launched an attack that has transformed the region into a perceived conflict zone?
If India possesses the strategic awareness and diplomatic leverage to monitor the movements of Chinese vessels near Sri Lanka, surely it must also have been aware of the growing tensions involving the Iranian ship.”
It is into this situation that Sri Lanka has been reluctantly drawn in. Before the destruction of the Dena, the Sri Lankan government had been in contact with the frigate and Iranian officials in Colombo for 11 hours to work out how the Iranian ship could be given refuge in the country’s waters. Sri Lanka’s political Opposition in Parliament has blamed the government for the seemingly inordinate time taken to make this decision. It is during this time that the Dena was destroyed, causing mass casualties. While it would have been good if Sri Lanka acted earlier and saved more lives, things are not that simple. Sri Lanka found itself in a very difficult situation and without much local experience, or precedence, on how to deal with such conditions. After all, with a Navy, that is the smallest in the region, next to the Maldives, the country’s political leaders might have been rightly concerned that a country as belligerent as the US, with its naval assets in the ocean nearby, including the facilities in Diego Garcia merely 1776 km away might bomb Sri Lankan facilities, too.
After all, it is the belligerent and the powerful that call the shots in the existing world order, as they have done for centuries. If so, there is no way the country’s combined military could defend itself. And as has been made painfully apparent in recent years, there are no friends when push comes to shove. So, the time taken is understandable as a matter of caution, particularly when considering that Sri Lanka does not have standard operational procedures to deal with maritime emergencies of this kind. Besides, the Iranians were not invited to the area by the Sri Lankans but by Indians. The hosts by then had gone completely silent.
Dealing with the situation of the second ship, the Bushehr has also not been easy. As the Sri Lankan President noted in his press conference on 5th March, the docking request for the Bushehr was “described as a visit to enhance cooperation.” Further as he noted, “as everyone knows, a cooperation visit does not take place in such a manner; it requires extensive formal procedures. Therefore, we were studying those procedures.” Obviously, the Iranians were attempting to minimise the military nature of their ships and gain access to Sri Lankan ports on a pretext such as technical difficulties rather than directly making it clear that they needed protection in a situation of war. But this pretext is to fulfill a technical legal requirement. It is very likely that the Iranians were trying to use the practices of customary international law and 1907 Hague Convention (XIII) based upon the principle of force majeure (unavoidable accident or superior force), providing for humanitarian exceptions to the strict prohibition against using the waters of neutral countries.
It is to the credit of the Sri Lankan government that it acted decisively, soon after the Dena was destroyed, by rapidly dispatching its Navy to conduct rescue and recovery operations and also by separating the crew of 208 from the Bushehr and dispatching them to two different harbours. By doing so, Sri Lanka, perhaps unknowingly, has come up with operational procedures that can be used in situations like this in the future. That is, ensuring that the crew and the ship were no longer militarily engaged and under direct Sri Lankan control rather than the Iranians and, therefore, hopefully not a target of yet another US attack. While the Dena rescue was ongoing, the Indian Navy had issued a list of actions it had taken, including naming the types of vessels and aircraft it had dispatched to aid in the search but never mentioning the US attack. If the intention was to show that they were not sitting idly by, this was too little and too late. The Lankan Navy, despite its size, is perfectly capable of running a rescue operation of this kind in its own backyard after years of experience throughout the civil war. Besides, there is no indication that the Sri Lankan Navy had asked for outside help.
Intriguingly, all this while there was no news from the Indian Navy or its government of the Lavan requesting to dock in Cochin as early as 28th February or that it had in fact reached that harbour on 5th March and its crew accommodated in Indian naval facilities which was the right thing to do. All this information literally trickled out only after the destruction of the Dena, the rescue of its survivors and safeguarding of the Bushehr and its crew by the Sri Lankans had hit international headlines with considerable positivity. It almost seems as if the Indian Navy and its government were waiting to see the potential consequences of the Sri Lankan action, prior to making their own action known, despite already having done what was right.
The Sri Lankan President was also at pains to reiterate the neutrality of the country for obvious reasons. After all, if the current war situation is to be considered even superficially, the clearest point it makes is that the world’s most powerful countries are led by mad men with no sense of ethics or empathy. As he noted, “our position has been to safeguard our neutrality while demonstrating our humanitarian values.” He further noted, “amidst all this, as a government, we have intervened in a manner that safeguards the reputation and dignity of our country, protects human lives and demonstrates our commitment to international conventions. That intervention is currently ongoing … We do not act in a biased manner towards any state, nor do we submit to any state … we firmly believe that this is the most courageous and humanitarian course of action that a state can take.” The government also has been cautious to be guided by customary international law, the 1907 Hague Convention (XIII) as well as the United Nations Convention on the Law of the Sea as subsequent declarations have indicated. After a long time, Sri Lankan action with global consequences sounds both statesmanlike and very Buddhist.
Here, I agree with the President without reservation. This is the only way Sri Lanka could have acted in this situation in a world of relative inaction and a regional context marked by uncomfortable silence.
This is a good illustration of independence and statesmanship by a small state even under very difficult conditions. Hopefully, the government will continue on this path in other instances, too, that is, not to “submit to any state” despite pressure and provocation. It must become a necessary part of Sri Lanka’s international and national policy framework governing all actions.
Features
Humanitarian leadership in a time of war
There has been a rare consensus of opinion in the country that the government’s humanitarian response to the sinking of Iran’s naval ship IRIS Dena was the correct one. The support has spanned the party political spectrum and different sections of society. Social media commentary, statements by political parties and discussion in mainstream media have all largely taken the position that Sri Lanka acted in accordance with humanitarian principles and international law. In a period when public debate in Sri Lanka is often sharply divided, the sense of agreement on this issue is noteworthy and reflects positively on the ethos and culture of a society that cares for those in distress. A similar phenomenon was to be witnessed in the rallying of people of all ethnicities and backgrounds to help those affected by the Ditwah Cyclone in December last year.
The events that led to this situation unfolded with dramatic speed. In the early hours before sunrise the Dina made a distress call. The ship was one of three Iranian naval vessels that had taken part in a naval gathering organised by India in which more than 70 countries had participated, including Sri Lanka. Naval gatherings of this nature are intended to foster professional exchange, confidence building and goodwill between navies. They are also governed by strict protocols regarding armaments and conduct.
When the exhibition ended open war between the United States and Iran had not yet broken out. The three Iranian ships that participated in the exhibition left the Indian port and headed into international waters on their journey back home. Under the protocol governing such gatherings ships may not be equipped with offensive armaments. This left them particularly vulnerable once the regional situation changed dramatically, though the US Indo-Pacific Command insists the ship was armed. The sudden outbreak of war between the United States and Iran would have alerted the Iranian ships that they were sailing into danger. According to reports, they sought safe harbour and requested docking in Sri Lanka’s ports but before the Sri Lankan government could respond the Dena was fatally hit by a torpedo.
International Law
The sinking of the Dena occurred just outside Sri Lanka’s territorial waters. Whatever decision the Sri Lankan government made at this time was bound to be fraught with consequence. The war that is currently being fought in the Middle East is a no-holds-barred one in which more than 15 countries have come under attack. Now the sinking of the Dena so close to Sri Lanka’s maritime boundary has meant that the war has come to the very shores of the country. In times of war emotions run high on all sides and perceptions of friend and enemy can easily become distorted. Parties involved in the conflict tend to gravitate to the position that “those who are not with us are against us.” Such a mindset leaves little room for neutrality or humanitarian discretion.
In such situations countries that are not directly involved in the conflict may wish to remain outside it by avoiding engagement. Foreign Minister Vijitha Herath informed the international media that Sri Lanka’s response to the present crisis was rooted in humanitarian principles, international law and the United Nations. The Convention on the Law of the Sea (UNCLOS) which was adopted 1982 provides the legal framework governing maritime conduct and obliges states to render assistance to persons in distress at sea. In terms of UNCLOS, countries are required to render help to anyone facing danger in maritime waters regardless of nationality or the circumstances that led to the emergency. Sri Lanka’s response to the distress call therefore reflects both humanitarianism and adherence to international law.
Within a short period of receiving the distress message from the stricken Iranian warship the Sri Lankan government sent its navy to the rescue. They rescued more than thirty Iranian sailors who had survived the attack and were struggling in the water. The rescue operation also brought to Sri Lanka the bodies of those who had perished when their ship sank. The scale of the humanitarian challenge is significant. Sri Lanka now has custody of more than eighty bodies of sailors who lost their lives in the sinking of the Dena. In addition, a second Iranian naval ship IRINS Bushehr with more than two hundred sailors has come under Sri Lanka’s protection. The government therefore finds itself responsible for survivors but also for the dignified treatment of the bodies of the dead Iranian sailors.
Sri Lanka’s decision to render aid based on humanitarian principles, not political allegiance, reinforces the importance of a rules-based international order for all countries. Reliance on international law is particularly important for small countries like Sri Lanka that lack the power to defend themselves against larger actors. For such countries a rules-based international order provides at least a measure of protection by ensuring that all states operate within a framework of agreed norms. Sri Lanka itself has played a notable role in promoting such norms. In 1971 the United Nations General Assembly adopted a resolution declaring the Indian Ocean a Zone of Peace. The initiative for this proposal came from Sri Lanka, which argued that the Indian Ocean should be protected from great power rivalry and militarisation.
Moral Beacon
Unfortunately, the current global climate suggests that the rules-based order is barely operative. Conflicts in different parts of the world have increasingly shown disregard for the norms and institutions that were created in the aftermath of the Second World War to regulate international behaviour. In such circumstances it becomes even more important for smaller countries to demonstrate their commitment to international law and to convert the bigger countries to adopt more humane and universal thinking. The humanitarian response to the Iranian sailors therefore needs to be seen in this wider context. By acting swiftly to rescue those in distress and by affirming that its actions are guided by international law, Sri Lanka has enhanced its reputation as a small country that values peace, humane values, cooperation and the rule of law. It would be a relief to the Sri Lankan government that earlier communications that the US government was urging Sri Lanka not to repatriate the Iranian sailors has been modified to the US publicly acknowledging the applicability of international law to what Sri Lanka does.
The country’s own experience of internal conflict has shaped public consciousness in important ways. Sri Lanka endured a violent internal war that lasted nearly three decades. During that period questions relating to the treatment of combatants, the protection of civilians, missing persons and accountability became central issues. As a result, Sri Lankans today are familiar with the provisions of international law that deal with war crimes, the treatment of wounded or disabled combatants and the fate of those who go missing in conflict. The country continues to host an international presence in the form of UN agencies and the ICRC that work with the government on humanitarian and post conflict issues. The government needs to apply the same principled commitment of humanitarianism and the rule of law to the unresolved issues from Sri Lanka’s own civil war, including accountability and reconciliation.
By affirming humanitarian principles and acting accordingly towards the Iranian sailors and their ship Sri Lanka has become a moral beacon for peace and goodwill in a world that often appears to be moving in the opposite direction. At a time when geopolitical rivalries are intensifying and humanitarian norms are frequently ignored, such actions carry symbolic significance. The credibility of Sri Lanka’s moral stance abroad will be further enhanced by its ability to uphold similar principles at home. Sri Lanka continues to grapple with unresolved issues arising from its own internal conflict including questions of accountability, justice, reparations and reconciliation. It has a duty not only to its own citizens, but also to suffering humanity everywhere. Addressing its own internal issues sincerely will strengthen Sri Lanka’s moral standing in the international community and help it to be a force for a new and better world.
BY Jehan Perera
-
News6 days agoUniversity of Wolverhampton confirms Ranil was officially invited
-
News7 days agoLegal experts decry move to demolish STC dining hall
-
News5 days agoPeradeniya Uni issues alert over leopards in its premises
-
News6 days agoFemale lawyer given 12 years RI for preparing forged deeds for Borella land
-
News3 days agoRepatriation of Iranian naval personnel Sri Lanka’s call: Washington
-
News6 days agoLibrary crisis hits Pera university
-
News5 days agoWife raises alarm over Sallay’s detention under PTA
-
News6 days ago‘IRIS Dena was Indian Navy guest, hit without warning’, Iran warns US of bitter regret
