DRIFTING IN TURBULENT WATERS!
AVIATION INDUSTRY 2004 OVERVIEW
On a global perspective, the aviation industry is just on the verge of initiating
a recovery. The fallout of September 11 2001 is still resonating in the
background. The war in Iraq and SARS has had their toll and the ripple effects
cannot altogether be avoided. Finally, the fuel crisis has robbed the industry of
profitability in 2004.
Just as a constitution is the final guiding document of any jurisprudent society.
So is the civil aviation policy the lighthouse towards which the Nation’s stakeholders
should be moving towards. The minimum ICAO standards and
recommended practices will form the benchmark for determining how the
Nigerian aviation industry has fared this year. This will enable the readers to be
the true final assessors of the journey so far.
In giving a fair appraisal, it is necessary to x-ray the component parts of industry.
Nigeria Civil Aviation Authority (NCAA)
Open skies and the International Aviation Safety Assessment.
In 26th August 2000, the Nigerian government signed a provisional open skies agreement with the USA with the expectation that the NCAA will be able to
achieve the IASA (International Aviation Safety Assessment) category 1
certification soon after.
Under the leadership of the current DG, the regulatory body has made
spirited efforts to ensure that it meets the minimum ICAO safety oversight
requirements. Simply put, we needed to prove to ICAO and the world that
we satisfy ALL the following five requirements:
1. The country has laws or regulations necessary to support the certification
and oversight of air carriers in accordance with minimum international
standards;
2. The NCAA has the technical expertise, resources, and organization to
license or oversee air carrier operations;
3. The NCAA has adequately trained and qualified technical personnel;
4. The NCAA has provided adequate inspector guidance to ensure enforcement
of, and compliance with, minimum international standards; and
5. The NCAA has sufficient documentation and records of certification and
adequate continuing oversight and surveillance of air carrier operations.
More than four years thereafter, and despite the efforts of the NCAA, this
certification has eluded us. This means that any aircraft on the Nigerian register is
not safe enough to fly to the USA, because it has not undergone the minimum safe
certification process.
70 illegal aerodromes, airstrips, helipads operating in Nigeria
In the ministerial brief of December 2004,The Minister admitted that “ the high
powered ministerial committee set up on the monitoring and control of the
private airports in the country" has discovered more than 70 aerodromes, airstrips
and heli-pads operating illegally across Nigeria without license and control or
supervision.
This obviously means the system of continuous surveillance of air operations by
the NCAA is grossly inadequate.
When safety comes last; A short synopisis of events in Nigeria aviation (Pam,...Dung Rwang Pam
After over 40 years of aviation we have the following to show.
1. A national carrier that cost us over $3billion to run and
ruin. Finally, it generated so much embarrassment and
national shame we could not bear to rescue or redeem
it. Two cancers, gross mismanagement and persistent
adverse government interference
2. About 42 indigenous airlines mostly famous for being
infamous; none of which is a world class airline. The
current acid test is the IATA (international air transport
association) operational safety audit (IOSA). Not a single
maintenance facility capable of C checks for any
commercial jet. Thus, most of the aeroplanes that arrive
in Nigeria have an average lifespan of 5 years, after
which they become cadavers defacing our airports or of
late they are being put to good use by aluminium
kitchen utensil makers. Not a single commercial
simulator facility to cater for recurrent pilot training
locally. The Nigeria College of aviation technology
(NCAT) Zaria is currently in critical condition.
3. 0ver 21 Airports with infra structure we’re unable to
maintain. How many of them have the required ICAO
ARFF (international civil aviation organisation Airport
4
Rescue and Fire Fighting) capability to support the
aircraft their runways were designed for? Of course only
five of them have proven economically viability, though
cows have attempted to take over Port Harcourt and Jos
airports at some point in time. The Nigeria
meteorological agency (NIMET) is still unable to provide
our operational airports with 24 hour reliable weather
reports and forecasts.
4. A regulatory system shackled with bureaucracy and
devoid of international credibility; it’s only hope being
Nigeria’s strategic location, large population and the
potential of being the hub in the West African subregion.
Any aircraft registered in Nigeria if at all allowed
to fly even to outside the continent is often subjected to
humiliating detailed spot checks. For these and other
reasons, most leasors will not allow their aircraft to be
registered in Nigeria even if operated in Nigeria.
5. A history of fatal accidents with attendant loss of lives
has earned us a place as the runner up (coming behind
the DR of Congo) on the continent with the worst safety
record globally. Within the last one year, our score
amounts to nearly one casualty every day.
The presentation is all about drones and their legal background in India. It also gives you information about the permit and UIN requirements along with respect to drone.
A discourse on aviation with the Nigeria aviation safety initiaitive (NASI)Dung Rwang Pam
Excerpts of the discourse between 'Leadership Magazine' editor and the Chair governing council of the Nigeria aviation safety initiative (NASI) Capt. Dung Rwang Pam over the state of the Nigerian aviation industry. Rather long winded, but you be the judge..
presentation on shareholders descriptions presented by the students of hailey college of commerce. this was presented to prof halima tariq................................................
This handy toolkit produced by the Institute for Security Studies untangles the technicalities around African Capacity for Immediate Response to Crises (ACIRC), the African Standby Force (ASF) and Amani Africa II.
Seamanship - Right of Seafarers under ILO ConventionAugustine Aling
This topic discuss about the right of seafarers under International Labor Organization Convention include the minimum age requirement, right to have proper working condition, accommodation, medical care, and legal compliance.
When safety comes last; A short synopisis of events in Nigeria aviation (Pam,...Dung Rwang Pam
After over 40 years of aviation we have the following to show.
1. A national carrier that cost us over $3billion to run and
ruin. Finally, it generated so much embarrassment and
national shame we could not bear to rescue or redeem
it. Two cancers, gross mismanagement and persistent
adverse government interference
2. About 42 indigenous airlines mostly famous for being
infamous; none of which is a world class airline. The
current acid test is the IATA (international air transport
association) operational safety audit (IOSA). Not a single
maintenance facility capable of C checks for any
commercial jet. Thus, most of the aeroplanes that arrive
in Nigeria have an average lifespan of 5 years, after
which they become cadavers defacing our airports or of
late they are being put to good use by aluminium
kitchen utensil makers. Not a single commercial
simulator facility to cater for recurrent pilot training
locally. The Nigeria College of aviation technology
(NCAT) Zaria is currently in critical condition.
3. 0ver 21 Airports with infra structure we’re unable to
maintain. How many of them have the required ICAO
ARFF (international civil aviation organisation Airport
4
Rescue and Fire Fighting) capability to support the
aircraft their runways were designed for? Of course only
five of them have proven economically viability, though
cows have attempted to take over Port Harcourt and Jos
airports at some point in time. The Nigeria
meteorological agency (NIMET) is still unable to provide
our operational airports with 24 hour reliable weather
reports and forecasts.
4. A regulatory system shackled with bureaucracy and
devoid of international credibility; it’s only hope being
Nigeria’s strategic location, large population and the
potential of being the hub in the West African subregion.
Any aircraft registered in Nigeria if at all allowed
to fly even to outside the continent is often subjected to
humiliating detailed spot checks. For these and other
reasons, most leasors will not allow their aircraft to be
registered in Nigeria even if operated in Nigeria.
5. A history of fatal accidents with attendant loss of lives
has earned us a place as the runner up (coming behind
the DR of Congo) on the continent with the worst safety
record globally. Within the last one year, our score
amounts to nearly one casualty every day.
The presentation is all about drones and their legal background in India. It also gives you information about the permit and UIN requirements along with respect to drone.
A discourse on aviation with the Nigeria aviation safety initiaitive (NASI)Dung Rwang Pam
Excerpts of the discourse between 'Leadership Magazine' editor and the Chair governing council of the Nigeria aviation safety initiative (NASI) Capt. Dung Rwang Pam over the state of the Nigerian aviation industry. Rather long winded, but you be the judge..
presentation on shareholders descriptions presented by the students of hailey college of commerce. this was presented to prof halima tariq................................................
This handy toolkit produced by the Institute for Security Studies untangles the technicalities around African Capacity for Immediate Response to Crises (ACIRC), the African Standby Force (ASF) and Amani Africa II.
Seamanship - Right of Seafarers under ILO ConventionAugustine Aling
This topic discuss about the right of seafarers under International Labor Organization Convention include the minimum age requirement, right to have proper working condition, accommodation, medical care, and legal compliance.
Vibrant Gujarat Summit Profile on Defence offsetVibrant Gujarat
• With perceived threats and a recovering economy, defence spending to increase substantially.
• Present Offset Opportunity is estimated at USD 5 bn.
• Offset opportunity expected to rise to USD 12 billion over next 3 years and USD 4‐5bn per year thereafter.
• Greater private sector participation in defence, to be in favour of Indian companies.
• 55% of offset contracts are taken by the private sector.
• Indian Aerospace and Defence industry are emerging as an outsourcing hub for many services like CAD,CAM and CAE, manufacturing and design engineering, testing and integration, and technical publications
Government of Andhra Pradesh, Office of Inspector General of Police, Coastal Security Police has circuated a recruitment notification for the post of 159 Master, Sarang, Engine Driver, Kalasi. Applicants must send their applications on or before 20-02-2014 by 17:00 Hrs.
This presentation details the overview of the aerospace & defense sector. It highlights the current scenario of the sector in India as well Gujarat and also features details about government policies and Make in India initiative to develop industries & promote investment in the sector.
Plain2013 Ethics in Communication RWillerton RSaklikar ERains KMcManus2013PLAINConference
Ethics in Communication: Understanding situations for plain language use
Russell Willerton, US; Renee Saklikar, Elizabeth Rains and Katherine McManus, Canada
Vibrant Gujarat Summit Profile on Defence offsetVibrant Gujarat
• With perceived threats and a recovering economy, defence spending to increase substantially.
• Present Offset Opportunity is estimated at USD 5 bn.
• Offset opportunity expected to rise to USD 12 billion over next 3 years and USD 4‐5bn per year thereafter.
• Greater private sector participation in defence, to be in favour of Indian companies.
• 55% of offset contracts are taken by the private sector.
• Indian Aerospace and Defence industry are emerging as an outsourcing hub for many services like CAD,CAM and CAE, manufacturing and design engineering, testing and integration, and technical publications
Government of Andhra Pradesh, Office of Inspector General of Police, Coastal Security Police has circuated a recruitment notification for the post of 159 Master, Sarang, Engine Driver, Kalasi. Applicants must send their applications on or before 20-02-2014 by 17:00 Hrs.
This presentation details the overview of the aerospace & defense sector. It highlights the current scenario of the sector in India as well Gujarat and also features details about government policies and Make in India initiative to develop industries & promote investment in the sector.
Plain2013 Ethics in Communication RWillerton RSaklikar ERains KMcManus2013PLAINConference
Ethics in Communication: Understanding situations for plain language use
Russell Willerton, US; Renee Saklikar, Elizabeth Rains and Katherine McManus, Canada
The Unmanned Aerial Vehicle (UAV), also known as a drone, has been referred to in many ways as several acronyms have come into play over the years to describe them: Unmanned Aircraft (UA), Remotely Operated Aircraft (ROA), Remotely Piloted Vehicle (RPV), Unmanned Aerial System or Unmanned Aircraft System (UAS), Remotely Piloted Aircraft (RPA), and Remotely Piloted Aircraft Systems (RPAS).
AVSS & The Institute for Drone Technology™ joint report government regulation...Paul New
Drones will fail. Drones will crash. Drones will hit humans. Drones will “fly-away”. Birds will interfere
with drones. Drones will be lost. Pilots and software will make errors.
This is the drone reality.
However, regardless of the potential risk factors involved with their operation, drones do provide
citizens, businesses, industries, and governments with tremendous value.
Furthermore, in many cases, drones provide a safer alternative to traditional manned aircraft
applications or civilian labour such as in oil and gas and mining inspection services.
Therefore, AVSS and The Institute for Drone Technology believe the challenge of the emerging drone
technologies is not to detect, exclude, or avoid the use of drones, but to determine how we can
safely utilize this growing and beneficial technology.
Running Head AVIATION SAFETY CHALLENGES IN AFRICA 1Aviati.docxtoddr4
Running Head: AVIATION SAFETY CHALLENGES IN AFRICA 1
Aviation Safety Challenges in Africa Draft
Ivan Brian Temanju
Embry-Riddle Aeronautical University
AVIATION SAFETY CHALLENGES IN AFRICA 2
Abstract
Aviation remains to be one of the most dynamic industries, often marked by new
technological innovations aimed at providing superior, efficient, safe and seamless airspace
utilization among the key industry players. Security and safety remain to be key considerations
in the aviation industry, as they protect international civil aviation against unlawful acts of
intrusion that may negatively impose on the passengers, airline crew and the general public as
well. Nonetheless, aviation safety in Africa has been a growing concern, especially since the
rates of accidents and insecurity concerns in Africa exceed the global average. Despite the
adoption of new aviation laws, as well as marked improvements in certain areas of the African
aviation industry, there still exist disparities in relation to technological infrastructure,
restrictive traffic regimes, adherence to global aviation standards and government regulations
all of which have come in the way of the realization of aviation safety in Africa. Whereas these
challenges have largely been blamed for Africa’s struggling aviation safety standards, it is
without a doubt that the aviation industry in Africa is the most promising industry in the world,
especially as a result of the growing demand for aviation services that are spread in the vast
continent. Hence, in a bid to enhance aviation safety in Africa, the industry needs to be more
receptive of the adoption of open-skies policies, the African airlines need to abide by the
international global aviation standards and the technological infrastructure requires a boost as
a means to capitalize on safety.
Keywords: Aviation Terrorism, Aviation Safety, Aviation Security
AVIATION SAFETY CHALLENGES IN AFRICA 3
Introduction
Since the inception of aviation, safety has been a growing concern throughout the
industry. When effectively implemented, aviation safety has been proven to save money, time
and equipment. Nevertheless, implementing an aviation safety program is a daunting task,
which requires attention to detail, as well as a thorough analysis of past accident rates, legal
responsibilities, financial impact, historical data from other organizations and data from
multiple training programs to decide what will work best for the organization at hand.
Unfortunately, there lacks a universal aviation safety program, and hence each organization
must decide what works best for them even when it does not work for other organizations (Shila
& Anne, 2015). Also, the country in which an airline organization operates is largely influenced
by the existing country laws, availability of resources as well as technological infrastructure. In
the recent past, aviation safety in Africa has been in the l.
Student Industrial Work Experience Scheme was establish by Federal Government of Nigeria in 1973 and it been head by Industrial Training Fund in line with the Federal Government and this is a SIWES report carried out in the Nigerian Airspace Management Agency, Calabar Airport.
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Aircraft Safety Systems: In The Spotlight - An Aranca ReportAranca
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Safe and sustainable aviation in africa; alignment of policies, regulation an...Dung Rwang Pam
Aviation is considered a vital tool for economic development in Africa. This becomes more critical considering the level of surface transport development across the continent. It generated around 450,000 jobs and contributed more than $10 billion USD to Africa’s GDP in 2007 (ATAG) . While air transport plays an important role in itself, its main role is to facilitate economic activity. Unfortunately, the region has suffered a history of high airline failure rates, poor infrastructure and an accident rate that is 8 times the global average. A major challenge now facing the continent is the lack of sustainable levels of the requisite, skilled workforce at all levels. This is necessary to steer the course of both governance and industry. The global community through various government and non-governmental agencies has proffered a plethora of initiatives and interventions, designed to redress the situation. However, the successes recorded through these efforts have been marginal.
It is time Africa learns from its past mistakes and focuses on achieving safe, sustainable, reliable and efficient air travel. It must be supported by sound infrastructure and concern for the environment. If the continent is at all serious about aviation, urgent steps must be put in place. These must include the following criteria which must to be strategically laid out in a detailed policy and supported by legal processes that will aid successful implementation.
• Governments must be transparent, accountable and guided by democratic principles.
• Transformational leadership should result in social and political stability that will create the suitable environment for regional economic integration.
• This integration will be easier to achieve if the region aligns its aviation policies and regulations to optimise the workforce available.
• All member States must pool resources to invest in infrastructure, aircraft acquisitions, fuel purchase-agreements and workforce training.
• Africa must understand that all infrastructure or equipment procured will need to be entrusted into the hands of a competent and skilled workforce if the industry is to achieve its objectives.
• Aviation professionals in the region must be proactive and visible.
The airlines should consider strategic commercial agreements and mergers to benefit from possible cost synergies.
• Safety and economic benefits will accrue from having a single African sky, a fly Africa policy and one Multi-lateral Air Service Agreement between Africa and Indian Ocean region and the rest of the world.
Creating human capital takes time; lost time is irretrievable. The region is running out of both time and human capital and the competition is not waiting.
Aviation is an industry of continental strategic importance to Africa. Africa depends mostly on air transport to link people with each other and the rest of the world at large. A safe, secure and efficient aviation Industry is crucial to support t
Federal Aviation Administration (FAA) NextGeneration Air Tra.docxlmelaine
Federal Aviation Administration (FAA) Next
Generation Air Transportation System
From SEBoK
Case Studies > Images/sebokwiki-farm!w/favicon.ico > Federal Aviation Administration (FAA) Next Generation Air
Transportation System
Lead Author: Brian White
This article describes a massive undertaking to modernize the air traffic management enterprise.
The topic may be of particular interest to those involved in air transportation whether in connection
with their careers or as pilots or passengers on airplanes. For addition information, refer to the
closely related topics of Enabling Businesses and Enterprises and Enterprise Systems Engineering.
Contents
1 Background■
2 Purpose■
3 Challenges■
4 Systems Engineering Practices■
5 Lessons Learned■
6 References■
6.1 Works Cited■
6.2 Primary References■
6.3 Additional References■
Background
This case study presents the systems engineering and enterprise systems engineering (ese) efforts in
the Next Generation (NextGen) Air Transportation Systems by the Federal Aviation Administration
(FAA 2008). NextGen is an unprecedented effort by multiple U.S. federal organizations to transform
the U.S. air transportation infrastructure from a fragmented ground-based navigation system to a
net-centric satellite-based navigation system. This project is unique to the FAA because of its large
scale, the huge number of stakeholder(s) involved, the properties of the system of interest, and the
revolutionary changes required in the U.S. Air Transportation Network (U.S. ATN) enterprise.
A sociotechnical system like the U.S. ATN is a “large-scale [system] in which humans and technical
constituents are interacting, adapting, learning, and coevolving. In [such] systems technical
constraints and social and behavioral complexity are of essential essence”. (Darabi and Mansouri
2014). Therefore, in order to understand changes in the U.S. ATN it was seen as necessary to view it
through a lens of evolutionary adaptation rather than rigid systems design. The U.S. ATN serves
both military and commercial aircraft with its 19,782 airports, including 547 are commercial
airports. Nineteen major airlines, with more than a billion dollars in annual total revenue, along with
http://www.sebokwiki.org/wiki/Case_Studies
http://www.sebokwiki.org/w/index.php?title=Images/sebokwiki-farm!w/favicon.ico&action=edit&redlink=1
http://www.sebokwiki.org/wiki/Federal_Aviation_Administration_(FAA)_Next_Generation_Air_Transportation_System
http://www.sebokwiki.org/wiki/Federal_Aviation_Administration_(FAA)_Next_Generation_Air_Transportation_System
http://www.sebokwiki.org/wiki/Enabling_Businesses_and_Enterprises
http://www.sebokwiki.org/wiki/Enterprise_Systems_Engineering
other 57 national and regional airlines, transport 793 million passengers and realize 53 billion
revenue ton-miles.
The Air Traffic Organization (ATO) is responsible for ensuring aircraft navigation in the U.S.
National Air Space (NAS) system using a five-layer architecture. Each ai ...
Similar to Nigeria aviation industry drifting in turbulent waters (20)
Understanding the Challenges of Street ChildrenSERUDS INDIA
By raising awareness, providing support, advocating for change, and offering assistance to children in need, individuals can play a crucial role in improving the lives of street children and helping them realize their full potential
Donate Us
https://serudsindia.org/how-individuals-can-support-street-children-in-india/
#donatefororphan, #donateforhomelesschildren, #childeducation, #ngochildeducation, #donateforeducation, #donationforchildeducation, #sponsorforpoorchild, #sponsororphanage #sponsororphanchild, #donation, #education, #charity, #educationforchild, #seruds, #kurnool, #joyhome
ZGB - The Role of Generative AI in Government transformation.pdfSaeed Al Dhaheri
This keynote was presented during the the 7th edition of the UAE Hackathon 2024. It highlights the role of AI and Generative AI in addressing government transformation to achieve zero government bureaucracy
A process server is a authorized person for delivering legal documents, such as summons, complaints, subpoenas, and other court papers, to peoples involved in legal proceedings.
Presentation by Jared Jageler, David Adler, Noelia Duchovny, and Evan Herrnstadt, analysts in CBO’s Microeconomic Studies and Health Analysis Divisions, at the Association of Environmental and Resource Economists Summer Conference.
Russian anarchist and anti-war movement in the third year of full-scale warAntti Rautiainen
Anarchist group ANA Regensburg hosted my online-presentation on 16th of May 2024, in which I discussed tactics of anti-war activism in Russia, and reasons why the anti-war movement has not been able to make an impact to change the course of events yet. Cases of anarchists repressed for anti-war activities are presented, as well as strategies of support for political prisoners, and modest successes in supporting their struggles.
Thumbnail picture is by MediaZona, you may read their report on anti-war arson attacks in Russia here: https://en.zona.media/article/2022/10/13/burn-map
Links:
Autonomous Action
http://Avtonom.org
Anarchist Black Cross Moscow
http://Avtonom.org/abc
Solidarity Zone
https://t.me/solidarity_zone
Memorial
https://memopzk.org/, https://t.me/pzk_memorial
OVD-Info
https://en.ovdinfo.org/antiwar-ovd-info-guide
RosUznik
https://rosuznik.org/
Uznik Online
http://uznikonline.tilda.ws/
Russian Reader
https://therussianreader.com/
ABC Irkutsk
https://abc38.noblogs.org/
Send mail to prisoners from abroad:
http://Prisonmail.online
YouTube: https://youtu.be/c5nSOdU48O8
Spotify: https://podcasters.spotify.com/pod/show/libertarianlifecoach/episodes/Russian-anarchist-and-anti-war-movement-in-the-third-year-of-full-scale-war-e2k8ai4
Many ways to support street children.pptxSERUDS INDIA
By raising awareness, providing support, advocating for change, and offering assistance to children in need, individuals can play a crucial role in improving the lives of street children and helping them realize their full potential
Donate Us
https://serudsindia.org/how-individuals-can-support-street-children-in-india/
#donatefororphan, #donateforhomelesschildren, #childeducation, #ngochildeducation, #donateforeducation, #donationforchildeducation, #sponsorforpoorchild, #sponsororphanage #sponsororphanchild, #donation, #education, #charity, #educationforchild, #seruds, #kurnool, #joyhome
This session provides a comprehensive overview of the latest updates to the Uniform Administrative Requirements, Cost Principles, and Audit Requirements for Federal Awards (commonly known as the Uniform Guidance) outlined in the 2 CFR 200.
With a focus on the 2024 revisions issued by the Office of Management and Budget (OMB), participants will gain insight into the key changes affecting federal grant recipients. The session will delve into critical regulatory updates, providing attendees with the knowledge and tools necessary to navigate and comply with the evolving landscape of federal grant management.
Learning Objectives:
- Understand the rationale behind the 2024 updates to the Uniform Guidance outlined in 2 CFR 200, and their implications for federal grant recipients.
- Identify the key changes and revisions introduced by the Office of Management and Budget (OMB) in the 2024 edition of 2 CFR 200.
- Gain proficiency in applying the updated regulations to ensure compliance with federal grant requirements and avoid potential audit findings.
- Develop strategies for effectively implementing the new guidelines within the grant management processes of their respective organizations, fostering efficiency and accountability in federal grant administration.
2. 2
NNNIIIGGGEEERRRIIIAAANNN AAAVVVIIIAAATTTIIIOOONNN SSSAAAFFFEEETTTYYY
IIINNNIIITTTIIIAAATTTIIIVVVEEE
17, CHIEF GBAJUMO CRESCENT, OFF ADENIRAN OGUNSANYA, SURULERE, LAGOS – STATE.
Tel/Fax: +44(0)7774037263
http://www.nigeriaaviationsafety.org/index.html
Chairman Founder
Capt. Dung Pam Late Capt Jerry Agbeyegbe
DRIFTING IN TURBULENT WATERS!
AVIATION INDUSTRY 2004 OVERVIEW
On a global perspective, the aviation industry is just on the verge of initiating
a recovery. The fallout of September 11 2001 is still resonating in the
background. The war in Iraq and SARS has had their toll and the ripple effects
cannot altogether be avoided. Finally, the fuel crisis has robbed the industry of
profitability in 2004.
Just as a constitution is the final guiding document of any jurisprudent society.
So is the civil aviation policy the lighthouse towards which the Nation’s stake-
holders should be moving towards. The minimum ICAO standards and
recommended practices will form the benchmark for determining how the
Nigerian aviation industry has fared this year. This will enable the readers to be
the true final assessors of the journey so far.
In giving a fair appraisal, it is necessary to x-ray the component parts of industry.
Nigeria Civil Aviation Authority (NCAA)
Open skies and the International Aviation Safety Assessment.
In 26th
August 2000, the Nigerian government signed a provisional open skies
agreement with the USA with the expectation that the NCAA will be able to
achieve the IASA (International Aviation Safety Assessment) category 1
certification soon after. By Safety 1st
We
Stand Priority One
3. 3
Under the leadership of the current DG, the regulatory body has made
spirited efforts to ensure that it meets the minimum ICAO safety oversight
requirements. Simply put, we needed to prove to ICAO and the world that
we satisfy ALL the following five requirements:
1. The country has laws or regulations necessary to support the certification
and oversight of air carriers in accordance with minimum international
standards;
2. The NCAA has the technical expertise, resources, and organization to
license or oversee air carrier operations;
3. The NCAA has adequately trained and qualified technical personnel;
4. The NCAA has provided adequate inspector guidance to ensure enforcement
of, and compliance with, minimum international standards; and
5. The NCAA has sufficient documentation and records of certification and
adequate continuing oversight and surveillance of air carrier operations.
More than four years thereafter, and despite the efforts of the NCAA, this
certification has eluded us. This means that any aircraft on the Nigerian register is
not safe enough to fly to the USA, because it has not undergone the minimum safe
certification process.
70 illegal aerodromes, airstrips, helipads operating in Nigeria
In the ministerial brief of December 2004,The Minister admitted that “ the high
powered ministerial committee set up on the monitoring and control of the
private airports in the country" has discovered more than 70 airdromes, airstrips
and helipads operating illegally across Nigeria without license and control or
supervision.
This obviously means the system of continuous surveillance of air operations by
the NCAA is grossly inadequate. This either means legal aeroplanes (known to
exist in Nigeria) have been making illegal flights, OR out rightly illegal aeroplanes
(not known to exist in Nigeria) have been flying illegally to these facilities. Either
way it shows gross incompetence or gross negligence considering the assertion
in 2002 by the then Minister that “NCAA generated requirements for certification
and regulation of Airports, Airstrips and helipads”. Apparently, this was carried
out without taking into account an analytical account of the subject matter.
4. 4
The slok-gate affair.
This is June 12 of the aviation industry, and if not redressed quickly will form the
Achilles heel of our current system of jurisprudence. There is no masking the
vindictive nature of the out come of this unpleasant travesty of justice. The
punishment did not fit the crime. Refer to schedule 15 of the NCAR’s (Nigerian
civil aviation regulations). Operating an illegal airport will be regarded a
treasonable offence compared to adding two more aeroplanes that have been
duly given a Cof A ( certificate of airworthiness) and just awaiting inclusion on
the operational specification of a valid AOC (air operator certificate). The fact
that over 3500 jobs losses have resulted from the revocation order slammed on
Slok airlines should have triggered a rethink of the ill-conceived decision.
If any such decisions are to be taken, it is beneficial for the authorities to brain-
storm with the stakeholders in the industry to be able to harness the required
synergy; Leadership should seek to build consensus rather embarking on
unilateral action. This is definitely not the most efficient way to regulate our
budding airline industry.
It is highly doubtful that an autonomous NCAA would have been party to this
serious error of Judgment.
Nigeria Airspace Management Agency (NAMA).
We are pleased to say that this para-statal has earned our pass mark in the year
under review. Major achievements are primarily in the drive towards maintaining
of navaids and man-power development. The agency has been able to harness the
available synergy and the resourcefulness it’s personnel to be able to get a record
number ILS transmitters serviceable ever in the nation’s history.
Building on past achievements
The changes at the top management level of NAMA have been effected seamlessly
and without noticeable adverse consequences
Business Model and Financial Viability
NAMA’s revenue stream is set to improve following the move to provide effective
navigation and landing aids. The result is improved user confidence and hence
increased traffic. The Federal Government has agreed to assist NAMA with funding
for the TRACON project.
Commerciality, Co-operation with the private sector,
Recent moves towards taking over the management of private airstrips are
alarmingly retrogressive. Apart from this misguided attempt to expropriate private
property, there is no sign that NAMA are addressing the possibilities in this field.
5. 5
HR Management
NAMA remains understaffed in the core professional cadres and overstaffed on the
administrative/ancillary side. Commendable progress has been made in the area of
staff training and development, as well as motivation through realistic pay scales.
Equipment, Radar versus ADS, Navigational aids, Power, Ground Facilities
The Total Radar Coverage project, which has been neglected for 6 years, is now
on the front burners. The benefits amongst others things, will enhance national
security as well as reduce pilot and controller workload. It is too optimistic to
assume completion during the first quarter. The third quarter appears to be
reasonable target date.
Successful tests have been carried out at several the airports in Nigeria that
indicate a promising future for satellite-based landing guidance but nothing has
been done to build on this foundation.
The poor liaison between NAMA and FAAN, particularly in the areas of quality
power supply and control of aerodrome and approach lighting systems is still a
source of friction and potential danger to the flying public. This has resulted in the
inability to fully utilise the category II capabilities of the installed ILS ground
beacons.
ICT Management
Some effort has been made to raise ICT awareness within the organisation; scope
remains for a more radical review of working procedures and the business model
and this will require absolute commitment from management.
Distribution of NOTAMs and other important information through the (presently
rather inactive) NAMA website would be a good start.
Safety Management, Quality Control and Audit
There are indications that NAMA is actively working towards timely compliance
with ICAO standards and Recommended Practices in this critical area.
Unfortunately this has been marred by the assertion that illegal flight operations
may have been taking place within the Nigerian airspace undetected by NAMA.
Reduced Vertical Separation Minima (RVSM) mandate,
The 5th
January 2005 date for the implementation of the RVSM has passed without
any feedback from the Nigerian RVSM management team. (Refer to NASI’s
position paper of September 2004 on the RVSM). The level of inter agency
cooperation and huge financial responsibilities required for a successful mandate
may not be achieved this year if the team is not proactive.
6. 6
Nigeria College of aviation technology (NCAT)
As a paradigm, this is the Niger delta of the aviation industry. The most important
resource the aviation industry can have is well trained and experienced personnel.
The investments of all stake holders and the lives of the travelling public are finally
entrusted in the hands of humans.
Notwithstanding the technological advancement, the cost and complexity of the
redundant systems available, the human interface is still the deciding factor in the
safety chain. Not to degrade human life by attaching any monetary value to it, just
one brand new B737 cost over N5 billion (naira). Just like the Niger delta, this
parastatal has suffered serious neglect and/or mismanagement until the advent of
the current minister. The worst period was 1991 to 2003.
The lost decade
The last decade of the last century saw the graduation of only one set of flying
students (SP 21). Meaning in that duration the school provided less than 50 new
pilots to the industry. The absence of flying activity meant the quality of the
hands-on internship acquired by both the maintenance engineering cadets as well
as their air traffic control counterparts invariably suffered a decline. The college
also lost a good number of experienced instructors. The effect of such neglect will
be quite grave if not promptly arrested. Those responsible for this should be
exposed and brought to book.
Academic upgrade for NCAT
For the forty years it has existed, NCAT has only been able to provide professional
training in the somewhat sedentary aspects of aviation like, piloting, air traffic
control, despatch, maintenance, etc. Even at that, the college has not been able to
provide and carry out Airline transport Pilot training (ATPL).The idea of academic
upgrade to a degree awarding institution has only received lip service. In May
1990, the then minister of aviation (Graham Douglas) on an inspectoral visit
pledged to upgrade the college to a degree awarding institution. 1995 Five years
later, when the first degree awarding ceremony should be taking place, we find
another minister of aviation (Air Vice Marshall Nsikak Edouk) making the same
unfulfilled promise. In 2001, Dr. Chikwe also spoke along the same lines. If the
intention of our leaders is to see Nigerians play an active role in the future of our
(Nigeria’s) Aviation development, special attention has to be placed on securing
the foundation of sustainable manpower development. The long term goal is to
produce personnel who will be actively involved in aviation research, development,
design and construction processes. No nation can commence aerospace
development without a functional and proactive aviation industry. No wonder, our
satellite was launched in Russia.
7. 7
In 2004 alone, EADS (European Aerospace Defence and Space) systems and
Boeing Corporation invested over USD$3billion in research and development. This
is necessary in order to improve on the quality/efficiency of the science of aviation.
Boeing Corporation’s gross earnings for 2004 stood at $57 billion, more than
Nigeria’s ($43b) GDP for the same period.
Bold steps in the right direction
We sincerely commend the Minister for the genuine efforts to salvage this
indispensable organisation. First, for entrusting it to a person of such credibility
and pedigree as Mrs. Folashade Odutola and secondly, for getting the executive
council to approve the funds required to implement the rescue mission. It is our
earnest wish that the funds will be released without undue delay and the Chief
executive will receive all the support needed to accomplish the mission.
NIMET
Business Model and Financial Viability
The transition from Ministerial Department (Directorate of Meteorological Services
) to commercialised agency (NIMET) seems to be proceeding smoothly, from the
internal perspective. Externally, however, there has been hardly any change. There
is nothing to indicate that NIMET will, in the foreseeable future, be able to support
itself and perform its assigned functions without ongoing subventions from
Government. The signs are that, sooner or later, end-users of NIMET’s services will
be obliged to fund the Agency either through a dedicated tax or through increased
direct charges.
Quality of Services
The scope of NIMET’s services extends well beyond the aviation industry but the
Agency’s position as a parastatals of the FMA is an indication of its primary focus.
On that level it has to be said that the impact of the new arrangement has, so far,
been marginal. End users report that services are still mostly limited to actual
weather reports from various destinations; en-route and other forecasts are not
routinely available. NIMET is not making its full contribution to the safety of
aviation and more needs to be done to improve the interface between the Agency
and those who use its services.
ICT Management
The defunct DMS always had the best communications network in the Ministry of
Aviation and is currently playing the lead role in effecting an ICT network to be
shared by the Federal Ministry of Aviation (FMA) and all the aviation parastatals.
This laudable project is in gestation and will eventually be judged by its impact
outside NIMET.
8. 8
Equipment
The year witnessed efforts to upgrade he Agency’s technological base by procuring
Doppler weather radars for six locations and the installation of several automatic
weather stations. The Agency has made good use of Nigeria’s recognition in
international meteorological circles to garner support and funding for its projects.
It must be presumed that, if and when all this additional technology comes online,
along with other data-gathering units planned for on and off-shore locations, there
will be a significant enhancement of input to NIMET’s service process. This, in
turn, may lead to an improvement in the quality and quantity of service output,
and benefit to end-users.
Federal Airports Authority of Nigeria (FAAN)
Airports present the portal through which a glimpse and hence a first impression of
a country or place is made. Hence politically, it has become a pivot of a flurry of
face lifting and face saving activities in the past five years.
Building on past achievement
Incessant and unexplained management changes have negatively impacted on
continuity of programmes. This has frequently resulted in protracted or non
completion of projects.
Business Model and Financial Viability
This has always grossed the highest revenue compared to other service providers.
Poor initial planning has made it difficult to improve facilities and enhance service
delivery. The criteria citing most of the 21 FAAN airports by the government was
informed more out of social responsibility than economic viability. This has meant
that revenue from the most profitable airport is used to fund services in others.
Commerciality, Co-operation with the private sector,
This offers almost limitless potentials that have remained undeveloped over the
years. Progress has been made in the area of utilities and conveniences. Unstable
political climate and declining economic fortunes have not allowed extensive and
long term private sector investment. Presently, local security concerns and lack of
essential infrastructure is threatening investor confidence.
HR Management
Progress is hampered by lack of cognate experience and the cost of specialised
training. The prospect of training and deploying personnel to airports with very
little activity leads to erosion of acquired skills. While the lack of training means
absence of qualified personnel.
9. 9
ICT Management
This unit has been one of the first to embrace computing technology. Some effort
has been made to put the relevant framework place but real-time connectivity
remains a major drawback.
Airport development is closely tied to economic activity; however the following
basic airport facilities need to be urgently addressed the absence of like:
1. Security of the airport perimeter.
2. Appropriate fire coverage.
3. Fuelling facilities.
4. Proper Apron and manoeuvring area lighting
5. Uninterruptible power supply for emergency exits and essential
amenities.
So far, less than 30% of FAAN managed airports can boast of these basic facilities.
It is rather worrisome to hear that instead of divesting by consessioning airport
management with private sector investors, FAAN and NAMA are to take over
management of the very well managed private airstrips we have at the moment.
This is incoherent with government policy on liberilisation and privatisation.
Nigeria airways ltd.
Liquidation
Against popular public and professional opinion to restructure, turn around and
privatise, the government opted to liquidate the airline. The authority shrewdly
files for “forced” as against “voluntary” liquidation in order to limit it’s liabilities to
the proceeds accruable when Nigeria Airways’ assets are sold. The very poor
execution of the process is the subject of much litigation and trauma.
Under the constitution of the Federal republic of Nigeria and the pensions act of
1999, employees of Nigeria Airways Limited are civil servants whose pensions and
gratuity must be paid out of the consolidated revenue fund of the federation and
not based on the proceeds of the operational unit.
In the light of this, payment of their gratuity and pensions (15 years minimum)
should be guaranteed. Why is it difficult for the present administration to assure
the staff of the liquidated airline that they will be paid their entitlements?
10. 10
Why is the government shielding the persons indicted destroying NAL, by the
Justice Nwazota panel and yet feels no guilt in withholding salaries and pensions of
the victims?
It is illegal to attempt to evict the staff from their official quarters without first
handing them their severance pay? How do you expect them to resettle? The very
barbaric and inhuman treatment being meted out to the hapless employees by
government agents borders on human rights abuse and should be investigated by
amnesty international.
We are afraid that Ghana airways which is about to be liquidated as well, may take
a cue by the precedence set by the Nigeria.
Airline operators.
Two weeks of the September 11 terrorists attack, the US government approved a
$ 40 billion package in order to protect their aviation sector. This is broken down
into $5b direct grants, $10b loan guarantees and $25b security upgrade.
European Union officials said they would be looking closely at the US aid
package, to see if it needs to be matched in Europe. "We do not want a situation
where European airlines are placed in a disadvantageous position," according to
the European Union Transport Commissioner Loyola de Palacio.
The USA has three other policies aimed at protecting their operators and
manufacturers, namely:
1. The fly America policy.
2. Owner ship and cabotage restrictions.
3. Chapter 11 bankruptcy protection.
4. Commercial launch loans and subsidies to Boeing.
The EU also has invested heavily into EADS which has 80% stake in airbus,
enabling Airbus to offer new aircraft packages at lower prices than Boeing. In
October 2004, Canada decided to increase aid to their local manufacturer,
Bombardier and in Jan2005 agreed to give $168 million research and
development grants to their engine manufacturer.
These and other forms of government backed financial facilities that have
continually given the foreign carriers undue advantage over our local operators
when it comes to operating here in Nigeria.
What incentives has Nigeria effected to foster its burgeoning airline industry?
Synergy: It is regrettable that while we accuse the government of failing to
protect local operators against the assault of unfair foreign competition, the
operators have also shot themselves in the foot by refusing to exploit the
advantages of mergers and teamwork. It is a shame that they could not
coordinate a merger and put forward a bid for the National carrier.
11. 11
Safety: The absence of accident does not infer improved levels of safety.
Though 2004 was relatively free of accidents, the operating standards of most of
our airlines still leave much to be desired. The quality of maintenance needs to
be closely monitored with special emphasis on the history of components used in
maintenance processes and the recording of deferrable defects. Reports reaching
us point to possible violations in personnel duty/flight time limitations and
inadequate simulator training.
High cost of operation
1. Inflation which averages 15% annually has constantly meant every year
all foreign denominated expenditure increases by that value.
2. Fuel: This item, which accounts for about 30% airline operational cost,
has been hiked by over 30% last year. This is the singular reason that
prevented the global industry from making profit in 2004. Any increase
above $34 a barrel will preclude any chances of profits this year.
3. Maintenance: The absence of any heavy maintenance facility locally is
contributing to the high cost of operation. An average C check that is
required every 18 months will cost about $300,000. The following is a
quote by the former Minister (Dr. Chikwe) during her brief in 2002 with
respect to the national hangar project.
“With the coming of the present Administration, the project was re-visited
and contract for the construction of the hangar was awarded. This project
has been in the pipeline for over 20 years and was finally realized with the
support of Mr. President and the Federal Executive Council. Messrs A. O.
G. Company who won the contract has already cleared the site and is
ready to commence work.” What level of progress has so far achieved on
this project? Why was this not even mentioned in the ministerial briefing
of 21st
December 2004.
4. Training: Airlines have to send pilots and flight engineers abroad for both
initial and recurrent training since no simulator facility exist within the
country or the West African sub-region. This further compounds the
problem of capital flight and delays the much-needed transfer of skills.
5. Aircraft acquisition and insurance: Nigeria neither manufactures nor
even assembles any aircraft, after over 40 years of aviation. So
procurement is strictly an issue of importation in hard currency. The
plethora of abhorrent taxes and duties that sometimes amount to nearly
10 % of value. The failure of the Federal Government to ratify the Cape
Town Convention on aircraft leasing has been considered the albatross of
the nation's domestic airlines in securing favourable aircraft lease terms
for their operations. Airport charges have been increased and new types
of introduced. It is feared that a new security charge is about to be
invented.
12. 12
Aviation professionals.
The axiom that a bad tree cannot bear good fruit implies that the standard of
professionalism in the industry can not be better than the standard and reputation
of the Regulator. It is pertinent to state that over 60% of our practicing
professionals have received certification from foreign agencies whose standards
are unquestionable.
The assassination of Capt Jerry Eyitome Agbeyegbe.
This was a national tragedy and a loss to aviation safety advocacy. Jerry was
an enigma, he lived what he believed and died defending it! He may have been
stubborn, recalcitrant and aggressive, but he is usually proved right. So far in the
nation’s history, no other single individual had ever created such a stir, and
contributed immensely towards enhancing aviation safety. His body may have
been subdued, but his ideology has become immortal.
Expectations for 2005.
1. Transparency, accountability and probity
This has been touted as the theme song for this administration, now in its
second term. We would like to see the government walk the talk. The internet
is the most efficient method of disseminating information. The web sites
created by a few of the parastatals are not only poorly designed but also
provide little or no information about them apart from their official addresses.
Our investigation reveals that one has not been updated since 2002. This
feature could be used to keep the public adequately informed about the
detailed activities of these organizations. Functional details like projects being
planned, work in progress and those completed. This will greatly raise public
awareness
In agreement to the proposal made last year by the ministry of finance, we
urge government agencies (especially the six parastatals of the ministry of
aviation) to publish a quarterly update of their financial activities on their
websites (internet). This will further strengthen the resolve to stem corruption
and improve public confidence.
The essence of probity is to make known the truth. Where the truth exposes
acts that are in contravention of the law; like abuse of office, misuse of
government resources, and outright fraud, we demand an appropriate
intervention by the relevant arm of the law. This will serve to vindicate the
innocent wrongfully indicted by the probe report as well as penalize those who
are indeed culpable of the allegations.
In this vein, we hope to see the probe reports on Nigeria Airways and the
Nigeria College of Aviation technology properly investigated by the EFCC and
the police.
13. 13
2. Loan guarantees, grants, subsidies and Tax incentives. This should facilitate
acquisition of more modern and efficient equipment and reduction of local
expenses.
3. A second national carrier with AON (airline operators of Nigeria) holding at
least 80% stakes, given at least the same route monopoly extended to the
proposed virgin-Nigeria.
4. A commercial simulator Facility sited at NCAT to cater for the growing fleet of
B737 in Nigeria and the West African sub-region.
5. The completing of the National hangar project that was contracted in 2002,
and the emergence of full service maintenance repairs and overhaul
organisations.
6. The bill on the autonomy of the NCAA being passed in to law.
7. Concerted efforts from all parastatals of the ministry to provide safe and
quality services.
8. Those responsible for the assassination of the Capt. Jerry Agbeyegbe
unmasked and brought to book. In recognition of his contribution to safety
and aviation development in Nigeria we request an annual Aviation Safety
Award named after Capt. Jerry Agbeyegbe.
9. Better liaison with FAAN to ensure Provision of the non existent components of
the ILS approach lighting, threshold, and touchdown zone and runway
centreline lights to fully utilize the capabilities of the installed ILS ground
beacons.
10.Total radar coverage of the entire Nigeria airspace (Kano FIR) by the end of
this year.
11.Provision of modern equipment to aid effective ATC service and to complement
the current TCAS mandate. Examples are the Medium term conflict detection
(MTCD)and short term conflict alert systems (STCA)which are completely
absent in the country’s busy ATC centres.
12.The RVSM management team needs to be more proactive.
The need for a civil aviation advisory council
In conclusion, NASI wishes to resolutely advocate the urgent need for the
formation of a civil aviation advisory Committee comprising of stake holders that
will confidentially and critically x-ray our policy decision before they are made
public. We are not favourably disposed to circumstances where our leadership is
publicly forced by events and more articulate public criticisms of policy decisions,
to rescind or jettison planned programmes does not increase the much needed
confidence in this High profile global industry. Reliance alone on the bureaucrats
within the Ministry structure has proved the bane of our current regressive state.
(visit us at http://www.nigeriaaviationsafety.org/index.html)
Questions should be addressed to:
14. 14
Capt. D.R. Pam – Chairman, NASI governing council
Engr. E. Offiong- Deputy Executive Director
Friday, February 27, 2004