The recent air force aircraft crash that killed several civilians is deeply unfortunate. While military aircraft accidents happen in many countries—including the US, UK, Canada, Australia, and India—those incidents rarely draw attention because they occur in sparsely populated areas such as Nevada in the US, where designated airspaces are allocated for such operations.

In Bangladesh, however, such incidents often occur in densely populated urban zones, resulting in significant public reaction and concern. Numerous questions arise—was it a trainer or a fighter aircraft? I served as a pilot in the Air Force. Out of the 12 officers in my training course, five lost their lives in air crashes. Even former air chief Abu Esrar narrowly survived a critical crash. So, unfortunately, such incidents are not unprecedented.

Primarily, two causes are responsible for air crashes: mechanical failure or human error, including pilot error. Investigations usually reveal the true cause. For instance, whether the pilot made an emergency call can be determined. If not, it may indicate that the pilot did not detect any immediate issue. Sometimes, even experienced pilots fail to recognise developing problems mid-air.

The Indian Air Force, for example, experienced numerous MiG-29 crashes due to the aircraft’s ageing condition, though those incidents were not always made public. Like any mechanical device, aircraft have a service lifespan. In Bangladesh, we often operate aircraft beyond their first life by extending their lifespan, based on manufacturer's inspection and approval. However, no aircraft—especially a fighter jet—should fly if there's any defect. Fighter aircraft are inherently high-risk assets, and sustainability should be prioritised when procuring them.

There must be a long-term procurement plan outlining when aircraft should be retired and replaced. But acquiring new fighter jets isn’t easy—it’s entangled with geopolitics. Buying from one country may provoke objections from another. Even Pakistan, despite close ties with China and the US, struggles to procure aircraft freely due to regional sensitivities. Only a handful of countries have mastered aerospace engineering to manufacture advanced fighter jets. Even India still imports aircraft engines.

For third-world countries, frequent replacement of fighter jets is difficult due to political obstacles. As a result, countries like Bangladesh end up operating extended-life aircraft at increasing risk.

One may question: why are these flights conducted over densely populated areas? When I served as chairman of the Civil Aviation Authority, we consistently opposed unplanned construction in areas like Uttara that would interfere with safe aircraft operations. Technically, civil aviation approval is required for buildings near airports, but many structures have been built without such clearance. Discrepancies between RAJUK’s and Civil Aviation’s maps allow such violations.

One major reason for the demolition of the Rangs Building was the safety risk it posed to aircraft during take-off and landing. Other similar structures still exist. While a fighter jet crash is tragic enough, imagine the consequences if a commercial airliner were to crash in the same area.

Countries like Singapore strictly enforce height regulations around airports—within five kilometres of the runway, buildings are limited to one storey. In Bangladesh, civic sense around aviation safety is often ignored. Today it's an F-7, but what if tomorrow it’s a Boeing?

The F-7 aircraft that crash-landed in Uttara was reportedly old, possibly with an extended service life. However, we have also experienced crashes involving newer aircraft. For example, three German-made Grob trainer aircraft have been involved in accidents.

Trainer aircraft should avoid flying over populated zones, but currently, there's no alternative. Every civilian airport in Bangladesh is shared by the air force, and building separate runways for the military is an expensive proposition. Still, the air force has long demanded dedicated facilities.

From an air defence perspective, the air force needs to maintain a presence near major urban centres to protect key points like Dhaka. However, relocating major airports to less populated areas could reduce risks. At one time, there were plans to construct an international airport at Arial Beel, which in hindsight, was a good idea.

Globally, many decommissioned airfields are handed over to the military, but we lack such a system. Another issue is international funding—there is limited support for investing in our air force infrastructure. During the British era, several airfields were built in places like Lalmonirhat, Bogura, Cox’s Bazar, and Barishal. These were used during World War II, and some remain, though not all are operational. For example, Lalmonirhat’s runway is now unused.

While these can accommodate trainer aircraft, fighter jets require larger runways. The F-7 that crashed in Uttara was a fighter jet. Therefore, Dhaka—being the capital—must have a functioning air force base and runway for strategic defence.

Some 44 years ago, Tejgaon Airport was decommissioned for commercial flights, and operations were moved to Kurmitola, which is now Hazrat Shahjalal International Airport. At the time, Uttara and Kawla were not heavily populated. Today, the Tejgaon airfield is used by the air force and army for aircraft and helicopter operations and training. With the third terminal of Shahjalal now open, there is little scope for relocating this facility.

I believe strong political will is essential to ensure national air defence and reduce the risk of future aircraft crashes. Sustainable procurement, maintenance, and replacement policies are critical. Every purchase must be backed by proper studies. The older the aircraft, the greater the risk. We must focus on acquiring new jets because every life matters.

The government should explore building a dedicated fighter base in a less populated area near Dhaka. While regional countries have significantly increased their spending on modern military equipment, Bangladesh still operates within an outdated defence structure. Investments in warfare technology and training have been neglected.

To move forward, all necessary steps must be taken, including strategic procurement and planning, overcoming geopolitical barriers through diplomatic prudence.