by Anil Jaggia
However, that stage seemed too far to even consider, given the debate on where the aircraft was most likely to land. “Maybe somewhere in the Gulf if they don’t get to land in Afghanistan,” said one official. “What if it veers towards Sudan? There is six hours’ fuel still left in the aircraft,” added another member. They were all on edge as the phones kept ringing and the hotlines buzzed.
Little did they know that the suspense had just begun.
* * *
On board IC 814
We were now entering Oman airspace but Muscat told us that we were not allowed to land. IC 814 had indeed become the a laawaris (orphan) flight. The flight headed course for Dubai. The situation was no better there. Both Dubai and Sharjah reported that IC 814 was not welcome there. Their runways were blocked and the runway lights were switched off. All navigation aids were also switched off. Captain Sharan told UAE ATC that we had guns pointed at us and had no option available to us. UAE continued to refuse us permission to land.
* * *
In the executive class cabin
Back in the cabin, Rupin Katyal was moaning in his seat. “Papa, parti” he kept repeating, Papa, pani . . . Papa, pani (water.)” Behind him, Satnam was also asking for water.
An airhostess came to serve the handcuffed passengers water directly from a bottle of mineral water. But, perhaps on instructions from the hijackers, no water was served to the injured. Instead, Doctor ordered the airhostess to cover their faces with blankets. A new blanket, purchased in Kathmandu by one of the passengers, was thrown over Katyal’s bleeding body. Under that shroud, at some point that terrifying night, the 25-year old honeymooner breathed his last.
* * *
New Delhi
By now, Khola’s men at the DGCA had learnt that the plane wanted to land in Muscat. Khola informed the CMG and was given the nod. (Did they have any option?) “Muscat is a still better place, and once it lands there, we can exercise the option of storming the aircraft,” said one of the Intelligence officials. Khola contacted Muscat ATC but it refused the aircraft permission to land in Oman, citing clear orders from its authorities. This, its ATC mentioned, had also been communicated to the pilot of the aircraft. The message from Muscat was passed on to the CMG. By this time, Prime Minister Atal Bihari Vajpayee had told the Home Minister to reach the CMG to supervise the operations there. Shortly after midnight, Advani arrived at the CMG.
For the men at the Central Committee, receiving bad news had become a habit. The Central Committee was informed that Dubai too had refused the aircraft permission to land as UAE policy was opposed to the entry of hijacked aircraft in the Emirates. Khola spoke directly to the Air Traffic Controller in Dubai who kept repeating the same message. Khola asked to speak to his senior at the airport but he too said that they had clear instructions not to let IC 814 land at Dubai International Airport, even on humanitarian grounds.
Jaswant Singh received this news at the Prime Minister’s residence. The aircraft was still headed for Dubai. The External Affairs Minister was informed by Prabhat Kumar that India should try and impress upon the authorities in Dubai to allow IC 814 to land. The assumption was that Dubai is considered to be a moderate place; even the Intelligence chiefs favoured it as the desert city-state is a place where they could contemplate military action.
Jaswant Singh called Strobe Talbott once more. The Deputy Secretary of State of the United States assured him that the US was trying its best, and that the US Consul General in UAE was already in touch with the senior government officials there. In Washington, Talbott instructed Assistant Secretary of State Robert Einhorn and Officer on Special Duty (South-east Asia) Matt Daley, along with Michael Sheehan, the US Special Coordinator of the Counter Terrorism Unit, to help diffuse the situation. Einhorn and Daley established contact with the Indians while continuing to persuade the UAE authorities to allow the Airbus to land in Dubai. Talbott then spoke to Sheikh Al-Mukhtoum, the Crown Prince and Defence Minister of UAE, and asked him to be reasonable and impressed upon him that it was in the best interest of everyone if the hijacking could be brought to an end within its territory. Strobe suggested that Al-Mukhtoum should go to the air force base where the US Consul General was waiting, and establish a channel of communication with the hijackers. “We may also think of other options once you start talking and engage them,” Talbott told him. Following this, Jaswant Singh also called him and urged him yet again to let the aircraft land. Al-Mukhtoum finally relented, but only under pressure from the US. Officials at the airforce base at Al-Minhad near Dubai were told to get a crack squad ready.
Confined to a small room with hot lines, fax and telephone lines and gathered around an oval wooden table, the CMG members watched the lone TV set for more news. With clearance gained for Al-Minhad, they started a fresh round of brainstorming to assess the situation and gauge options to end the hijacking. The NSG chief told Home Minister L.K. Advani that the NSG could mount a commando operation but would require the close support and permission of UAE officials. It was clear that authorities in UAE needed to be approached. The NSG control room was once again activated and asked to stand by in preparation for heading towards Dubai. Until further orders, they were to stay in Indian airspace. At about midnight, the team of NSG commandos was airborne from Amritsar and heading towards Dubai.
* * *
On board flight IC 814
We told Red Cap about the airfield offered by Dubai. We expected him to fly off the handle for having been given a military base, but to our relief, he agreed readily to the arrangement. However, even as the Airbus was progressing along its trajectory, between Muscat and Fujaira, a very disturbing and totally unexpected development occurred. UAE control came on the radio to inform us that they had just received a message from an Ariana aircraft: “Kabul wants you.” Kabul airport was open to receive IC 814.
Red Cap insisted on returning at once to Kabul. Once more, it fell to us to convince the hijacker that we were not in a position to turn around. “I’m sorry,” I said, “we can’t do that because we have just an hour’s fuel left in the tanks.” UAE control was also informed about the fuel position. Unless we landed and picked up more fuel, we couldn’t go anywhere else. This time, curiously, Red Cap did not put up too much resistance to the idea.
“All right, IC 814, go ahead and land at Al-Minhad,” said UAE control.
* * *
3
December 25, 1999
CHRISTMAS IN
KANDAHAR
Our first lucky break came when Red Cap left us alone for a few moments for the first time since the hijack. It gave the three of us vital time to hatch a plot. We decided that during take-off roll at about 120 knots, I would trigger a false engine fire warning that could be used to abort the take-off. The speed would create a sufficiently reassuring roar, yet be slow enough for Captain Sharan to apply the thrust reversers and thus stop the huge airliner.
AI-Minhad
At 1.32 a.m. IST, IC 814 touched down at the AI-Minhad airforce base, 64 km off Dubai. Crown Prince Sheikh Al-Mukhtoum was already at the air force base along with the Chief of the UAE Federal Forces, Lieutenant General Sheikh Mohammed bin Zayed El Nahiyan. Soon the US Consul General reached there too. The base was cordoned off by the UAE security forces. Shortly after, Indian Consul General Ashok Mukherjee and Ambassador K.C. Singh reached the air force base. They were not allowed inside by the airport security. The Indian diplomats tried to explain their mission, but to no avail: they were denied entry. They parked their vehicles outside the airport and informed New Delhi that they were not being allowed into the airport.
In spite of being called personally by Indian External Affairs Minister Jaswant Singh, the Crown Prince said that in the given circumstances, no one from outside was to be allowed to enter the air force base. The suggestion of the Indian commandos being allowed to handle the crisis was simply brushed aside. “We are as concerned as you are,” Al-Mukhtoum said. Jaswant Singh was left speechless.
India had
no choice but to tap on the shoulders of the US whose representative was inside the air force base. Foreign Secretary Lalit Mansingh spoke to US Ambassador Richard Celeste who promised to see what best could be done. With little information coming from the Indian diplomats outside the air force base in Dubai, the government too was forced to switch its attention to the TV sets to get the latest updates from Al-Minhad! The NSG control room was told that though the operation might not take place, the commandos were to remain airborne.
In Washington, the State Department officials were in touch with the US Consul General in Dubai who was keeping them updated about the situation on the ground. He was also asked about the possibility of a storming operation before the crack of dawn. “We have very little time,” the officials reminded him. In Washington, Indian Ambassador Naresh Chandra was in touch with troubleshooters Daley and Einhorn, and was being briefed about the developments in Dubai. Chandra and his team were also in touch with South Block. The US had given them room for hope, and they could do little better than wait for events to take their own course.
* * *
On board IC 814
After IC 814 touched down on the runway of the military base, we were advised by the Al-Minhad ATC to taxi to the parking bay. As was his wont, Red Cap did not agree to the suggestion. He insisted on the aircraft being allowed to remain in the middle of the runway. Once more, he ordered Captain Sharan to continue moving up and down the runway. Even though this irritated Sharan, Rajinder and me, the moving plane gave him a sense of security.
* * *
Al-Minhad
After consultations with the UAE authorities, the US informed India that they were exploring the possibility of a storming operation. Commandos from the UAE Federal Forces were brought in for the event. The plan was to try and storm the plane in the early hours of the morning.
The pilot of the aircraft was, meanwhile, in contact with ATC, requesting fuel for the Airbus, and water and food for the passengers. ATC informed him that it would revert after checking with senior officials. Crown Prince Al-Mukhtoum was informed about the hijackers’ demands for refuelling and take-off. He held a quick meeting with the US Consul General, Lieutenant General Nahiyan and senior UAE military officials and it was decided that they would press for the release of women and children. They would also try and gauge the mood of the hijackers, even as the commando unit examined the possibility of military action.
The ATC official informed Captain Sharan that they were arranging for food and water and even a refuelling bowser, though it would have to be brought from Dubai International Airport and that might require some time, as the bowsers at Al-Minhad base were the smaller ones used for air force aircraft.
The US Consul General spoke to officials in Washington who got in touch with Jaswant Singh. “Please try to secure the release of women and children,” Singh requested him. The message was conveyed to the Consul General at the air force base. However, he was advised to keep a low profile and let the UAE authorities establish a channel of communication. The Consul General persuaded Al-Mukhtoum to open that channel personally.
* * *
On board IC 814
We had been in contact with the ATC regarding the hijackers’ demands when the person we were speaking to was replaced by a new voice over the radio. This enraged Red Cap and he demanded to know why there was a new person at the tower. The new voice replied that the earlier controller had left to say his prayers and identified himself as Abdullah.
Abdullah was just what the doctor had ordered. He was sophisticated and suave, an excellent talker, and with an excellent command over the English language. He negotiated the release of the sick, the elderly, women and children and, of course, the wounded, in exchange for fuel and unhindered passage to any place the hijackers wanted to go to. He also promised to arrange for food and water for the passengers and crew.
The hijackers insisted on fuel before the release of the passengers.
After a few minutes, Abdullah was back over the airwaves to stress his demand. “We have told you that we will provide you with everything, but we insist that you first release the women and children and anyone requiring medical attention.”
There was silence once again. The hijackers retaliated by saying that once refuelling started, and water and food were brought in, they would release some passengers. But they threatened to shoot passengers if there was any attempt to bring in security forces. “Once the supply vehicles are here, we will let you know what to do,” Captain Sharan relayed Red Cap’s message.
Would the hijackers release the passengers once they had their supplies? I’m sure we were all thinking the same thing in the cockpit when Abdullah came through with a plan the hijackers approved of. Abdullah suggested that while the bowser Was connected to the aircraft and refuelling commenced, the stepladders could be simultaneously attached to the plane and the passengers released.
* * *
Al-Minhad
With the barter agreed upon, ATC asked the officials in Dubai to rush medical teams with the food and water supplies as well as a stepladder for the passengers to alight from the Airbus. The Captain was informed that the stepladder would take time to arrive, and they would have to wait.
At the airport, Al-Mukhtoum informed the US Consul General about the progress in the negotiations and there was a sense of relief at the breakthrough. Messages were sent to Washington and New Delhi. The possibility of commando action was now ruled out. But with some of the passengers released, there was some hope of getting vital information about the position of the hijackers within the aircraft.
* * *
On board IC 814
The bowser still hadn’t arrived.
Just as it had been in Amritsar and Lahore, there was a road with traffic running along the boundary of the airbase. Red Cap panicked at the sight of the moving vehicles and demanded that the road be closed to traffic. Controller Abdullah handled the situation like a professional. In a calm, reasonable voice, he said that the road was out of the jurisdiction of the airbase, but there was no cause for alarm as there was only normal traffic on the road.
Red Cap was not to be mollified. He changed his stance and ordered the smaller bowsers to start refuelling the aircraft or else he would start killing the passengers.
Al-Minhad sent one of its small bowsers with a crew but failed to connect its pipes with the aircraft’s fuel inlet. The refuelling coupler of the small bowser could not be attached to the refuelling point underneath the high wing of the Airbus A300 aircraft. In the meanwhile the hijacker’s anxiety was growing. Red Cap was mumbling to himself— possibly voicing his apprehensions.
While the experiment was on, the big bowser arrived and it was agreed that IC 814 would get 32 tonnes of fuel, just two tonnes less than the maximum capacity of the Airbus. Refuelling started.
The hijackers, on their part, agreed to release some passengers. A stepladder was connected to door 1L, and 27 harried passengers got off. The body of the stabbed Rupin Katyal was also released and carried across to the the stepladder by flight pursers Anil Sharma and M.A. Sateesh. So was another passenger named Satnam Singh whose jugular vein had also been slashed, but who was lucky enough to be alive.
Though relieved at the release of some passengers, I remained concerned, and it wasn’t over just some trivial issue. As the Flight Engineer, I realised that the aircraft had been pushed to its limits. The plane had flown about 5,000 km without servicing or inspection, flying in conditions that were less than desirable. At Indian Airlines, we have very strict parameters for aircraft maintenance and operational procedures. We had abused them all. I told Red Cap that flying the aircraft any further would be a dangerous exercise. It needed to be inspected first and that could best be done at Sharjah.
The hijacker said that was out of the question.
While the refuelling was on, Burger came in and reported to Red Cap that he had removed five life jackets. This was alarming and set me thinking. I became more dismayed wh
en Red Cap asked Captain Sharan, Rajinder and me whether we knew how to swim. When all three of us replied in the negative, he said: “Today, we’ll teach you how to swim.”
Had fate conspired to put us in such a messy situation? Where would our destiny take us next?
Our fears were compounded when the chief hijacker asked us about the controls which would enable the plane to dive into the sea. Though we evaded the question, Red Cap persisted with it. He told us about an Egypt Air pilot who had taken an aircraft full of passengers down into the sea with him. The hijackers seemed to be quite impressed with that accident.
Sensing his diabolical intent, I decided to try and talk him out of it. I asked him how he intended to jump into the sea since we would not be flying over water on the return flight. We would be following the northern route for the return flight, which would take us over the desert and hilly terrain. Burger and Red Cap looked surprised. They wanted to know why this was so, to which I replied that this was to avoid the possibility of a midair collision. They asked Rajinder to show them the map. Sharan and Rajinder drew a trajectory on the map and we convinced Red Cap and Burger that they needed to improve their knowledge of navigational geography. At first, they didn’t believe us, but being intelligent, they ultimately saw the logic in the argument and decided to dump the plan. At least, for the moment!
Burger left the cockpit, with Red Cap still pestering us to advise ATC to hurry up.
Our first lucky break came when Red Cap left us alone for a few moments for the first time since the hijack. It gave the three of us vital time to hatch a plot. We decided that during take-off roll at about 120 knots, I would trigger a false engine fire warning that could be used to abort the take-off. The speed would create a sufficiently reassuring roar, yet be slow enough for Captain Sharan to apply the thrust reversers and thus stop the huge airliner.
