The Nation Newspaper

Category: Aviation

  • Aviation: Bridging gender imbalance

    The growing gender imbalance in pilot population has drawn the attention of global bodies in the sector. To reverse this, the International Civil Aviation Organisation (ICAO), the International Air Transport Association (IATA) and the Airports Council International (ACI) are collaborating in the Next Generation of Aviation Professionals Programme, which targets gender parity among aviation professions, KELVIN OSA OKUNBOR, reports.

    THE International Civil Aviation Organisation (ICAO), International Air Transport Association (IATA) and the Airports Council International (ACI) are mounting a campaign to build the next generation of professionals for the aviation industry.

    This move, which is not leaving any country behind, is predicated on the need to replace ageing personnel in practically all facets of the industry, including pilots, air traffic controllers, aircraft engineers, flight dispatchers, aeronautical information managers, airline managers, avionics specialists and others.

    To drive this, the International Civil Aviation Organisation (ICAO) in 2009 launched the Next Generation Aviation Professionals Programme  (NGAP) to ensure that enough qualified and competent professionals are available to operate, manage and maintain the future international air transport system.

    Besides, the global body was becoming increasingly worried over gender imbalance in the sector .   ICAO has enlisted the support of  key stakeholders, such as airlines, air navigation service providers, airports, manufacturers, trainers, and universities.

    A curriculum, which ICAO believes is well-rounded to educate the next generation of professionals, has been drawn up. It has  adopted a data-driven approach.

    To achieve  its objective, ICAO has been offering logistical support to some secondary, college and university students, which organise and conduct Model United Nations events.

    This support, geared towards raising awareness on multilateral goals and governance as pursued under the United Nations and ICAO, also involves the provision of speakers and experts to address students on specific subjects.

    According to data from the International Society of Women Airline Pilots (ISWAP), women make up only five per cent of pilots across the globe, but only three per cent are airline chief executive officers.

    The global body said only 4,000 of the 130,000 pilots worldwide are women.

    The body said nearly 50 years since the first woman became a commercial pilot, the numbers are still relatively low. British Airways employs around 3,500 pilots, but only 200 of those are woman – and that’s more than any other UK airline. Only 5.4 per cent  of US airline pilots are women, the same percentage as it was decades ago. However, most female pilots in the US speak at schools, to encourage girls to follow in their footsteps. In addition, national programmes like Girls in Aviation Day are designed to promote interest in scientifically minded young women.

    With the forecast shortage of pilots, much talked about in the US, airlines are hiring females. Delta, for example, has hired 1,600 pilots in the last 18 months and about  four per cent   are women. One possible reason for the low number of women pilots is that juggling family life and childcare with a pilot role, could be challenging.

    But Lisa, a Boeing 757 and 767 Captain for Delta, said its possible to juggle family life with a career in aviation. Lisa has three teenage daughters but has flown for the last 30 years. Her 18-year-old daughter has just completed her own first solo flight.

    However, for this year’s International Women’s Day, flight and travel comparison platform, Netflights highlights how gender balance was achieved in the industry last year, including the first appointment of a female chief executive officer  by a major airline, an increase in female pilots, and how a group of female airline technicians are making a place for women in aircraft.

    Global demand for pilots

    Many women network organisations, like the International Aviation Women Association (IAWA), have embarked on advocacy to encourage more women to join the aviation iindustry at all levels.

    Their push for more women inclusion is predicated on the forecast of the sector needing 620,000 pilots, 125,000 air traffic controllers and 1.3 million aircraft maintenance personnel by 2036.

    A breakdown of the forecast indicates that 67 pilots per day for aircraft with more than 100 seats are required by global indistry whereas 13 new air traffic controllers per day would be required.

    Nigerian example

    To drive home the point, Zonta Club of Lagos 1, last week took 100 girls from selected schools on a tour of facilities at the Murtala Muhammed Airport Terminal 2 (MMA2), Ikeja to expose them to career choices in aviation.

    It was part of actvities to commemorate the International Day for the Girl Child.

    Its President, Dr. Anastacia Gbem, said the international body organised the girls to mentor them on picking careers in aviation-related fields.

    Gbem, who is the  Legal Adviser of the Nigerian Aispace Management Agency (NAMA), said: “There are many reasons we brought these girls to tour the Lagos Airport. One is that it will inspire new generation of women leaders in the aviation sector. This is also an ICAO initiative, known as Next Generation Air Transportation System (NextGen). There is need to consistently and constantly build capacity within the industry. ICAO in 2009 initiated the NextGen professionals which is targeted to encourage the next generation of professionals that can continue to pioneer the work and pilot the work of aviation industry.

    “Particular emphasis is on the girls because we have a gap. We don’t have the girls matching up with that of men in the sector. So, there is a deliberate attempt to encourage them and to inspire them from their youths so that they they can take interest in science related courses that can lead them to become either aeronautical engineers, or pilots or any of the other phases, or even Aero medical engineering or aviation law so that they can support the work of the industry. As you know, it is safety driven industry and need very qualified experienced and competent professionals to man it at all times.”

    Gbem continued: ” So, we are doing this, not only in the aviation sector. We are doing it in the arts and public relations. We have scholarship for young women in public affairs, sciences. We also have the science tech scholarship. This science tech scholarship has seen our awardees got to space. So, we have beneficiaries that have gone to space. So, we are promoting that, not just only in aviation sector, but also it is a well rounded adventure.’’

    Encouragement from male pilots

    According to Captain Everest Nnaji, a pilot and chief executive officer, Lagos-based helicopter company, aviation has been a man’s game for decades – despite of women’s significant contributions from the beginning. But now, aviation leaders said they wanted to ensure more leading roles for women.

    He noted: “The ‘boys club’ of aviation is a result of many decades of neglect, ignoring or diminishing women’s contributions, creating artificial hurdles and sending mixed-messages to young girls, especially in advertising.

    “The fact is that women have played a pivotal role in the growth of aviation from the beginning, and particularly during times of war. They have piloted, helped build and maintained aircraft, even helped build the systems that keep aircraft flying safely.”

    He continued: “In time past, aircraft piloting was more of science, technology, engineering and mathematics (STEM) subjects concepts, but technology has twisted and turned that around. With nimble fingers and a well organised mind, electronics computers have put flying in the hands of anybody with basic education as well as articulate mind and the passion to fly.”

    Over the past 10 years, the number of women successfully gaining their ways into the cockpit around the world, and in Nigeria too, is overwhelmingly encouraging. This can be attributed to the fact that the factors that had hindered ladies from going into the cockpit have been eliminated with modern day science and greater awareness in the society.

     

  • FAAN cautions airport users on facilities

    By Kelvin Osa Okunbor

     

    Airport users across the country have been reminded of the need to make judicious use of facilities at airport terminals with a view to preserving them

    The Director of Airport Operations of the Federal Airports Authority of Nigeria (FAAN) Capt Muktar Yusuf Muye who gave this charge at the Malam Aminu International Airport, Kano MAKIA while fielding questions from newsmen said passengers have a great role to play in order to ensure durability of facilities at airports by handling them with care.

    Muye noted that some passengers were not bothered with manner in which they handle public facilities urging them to see airport facilities as their own when handling them.

    “Airport users have a very great role to play in ensuring the durability of our facilities, they should handle them like their personal property and by so doing, facilities will last longer”

    Muye acknowledges various infrastructural challenges facing FAAN but explained that the organisation was gradually addressing them as most of the airports were built over forty years noting that the airport in Kano was not built to accommodate the current traffic being experienced today.

    Read Also: Unauthorized activities: FAAN seals off business outlets at Lagos Airport

    According to the FAAN director of airport operations, the new terminals under construction across the country when completed will address so many problems being encountered by passengers adding that there will be more space for passengers facilitation and comfort.

    Meanwhile, regional/ airport manager, Malam Aminu Kano International Airport, Alhaji Sabo Giade has assured passengers making use of the oldest airport in Africa (Kano) of a world-class terminal as soon as the terminal building was commissioned.

    Giade told journalists that the new terminal will provide space for passenger facilitation as the current terminal was overstretched especially at the international terminal as almost all the aircraft arrive at the same time.

    He explained that the present international terminal building will be converted to domestic use as soon as the new international terminal was opened.

  • Aviation: Bridging gender imbalance

    The growing gender imbalance in pilot population has drawn the attention of global bodies in the sector. To reverse this, the International Civil Aviation Organisation (ICAO), the International Air Transport Association (IATA) and the Airports Council International (ACI) are collaborating in the Next Generation of Aviation Professionals Programme, which targets gender parity among aviation professions, KELVIN OSA OKUNBOR, reports.

    The International Civil Aviation Organisation (ICAO), International Air Transport Association (IATA) and the Airports Council International (ACI)  are mounting a campaign to build the next generation of professionals for the aviation industry.

    This move, which is not leaving any country behind, is predicated on the need to replace ageing personnel in practically all facets of the industry, including pilots, air traffic controllers, aircraft engineers, flight dispatchers, aeronautical imformation managers, airline managers, avionics specialists and others.

    To drive this, the International Civil Aviation Organisation (ICAO) in 2009 launched the Next Generation Aviation Professionals Programme  (NGAP) to ensure that enough qualified and competent professionals are available to operate, manage and maintain the future international air transport system.

    Besides, the global body was becoming increasingly worried over gender imbalance in the sector .   ICAO has enlisted the support of  key stakeholders, such as airlines, air navigation service providers, airports, manufacturers, trainers, and universities.

    A curriculum, which ICAO believes is well-rounded to educate the next generation of professionals, has been drawn up. It has  adopted a data-driven approach.

    To achieve  its objective, ICAO has been offering logistical support to some secondary, college and university students, which organise and conduct Model United Nations events.

    This support, geared towards raising awareness on multilateral goals and governance as pursued under the United Nations and ICAO, also involves the provision of speakers and experts to address students on specific subjects.

    According to data from the International Society of Women Airline Pilots (ISWAP), women make up only five per cent of pilots across the globe, but only three per cent are airline chief executive officers.

    The global body said only 4,000 of the 130,000 pilots worldwide are women.

    The body said nearly 50 years since the first woman became a commercial pilot, the numbers are still relatively low. British Airways employs around 3,500 pilots, but only 200 of those are woman – and that’s more than any other UK airline. Only 5.4 per cent  of US airline pilots are women, the same percentage as it was decades ago. However, most female pilots in the US speak at schools, to encourage girls to follow in their footsteps. In addition, national programmes like Girls in Aviation Day are designed to promote interest in scientifically minded young women.

    With the forecast shortage of pilots, much talked about in the US, airlines are hiring females. Delta, for example, has hired 1,600 pilots in the last 18 months and about  four per cent   are women. One possible reason for the low number of women pilots is that juggling family life and childcare with a pilot role, could be challenging.

    But Lisa, a Boeing 757 and 767 Captain for Delta, said its possible to juggle family life with a career in aviation. Lisa has three teenage daughters but has flown for the last 30 years. Her 18-year-old daughter has just completed her own first solo flight.

    However, for this year’s International Women’s Day, flight and travel comparison platform, Netflights highlights how gender balance was achieved in the industry last year, including the first appointment of a female chief executive officer  by a major airline, an increase in female pilots, and how a group of female airline technicians are making a place for women in aircraft.

    Global demand for pilots

    Many women network organisations, like the International Aviation Women Association (IAWA), have embarked on advocacy to encourage more women to join the aviation iindustry at all levels.

    Their push for more women inclusion is predicated on the forecast of the sector needing 620,000 pilots, 125,000 air traffic controllers and 1.3 million aircraft maintenance personnel by 2036.

    A breakdown of the forecast indicates that 67 pilots per day for aircraft with more than 100 seats are required by global indistry whereas 13 new air traffic controllers per day would be required.

    Nigerian example

    To drive home the point, Zonta Club of Lagos 1, last week took 100 girls from selected schools on a tour of facilities at the Murtala Muhammed Airport Terminal 2 (MMA2), Ikeja to expose them to career choices in aviation.

    It was part of actvities to commemorate the International Day for the Girl Child.

    Its President, Dr. Anastacia Gbem, said the international body organised the girls to mentor them on picking careers in aviation-related fields.

    Gbem, who is the  Legal Adviser of the Nigerian Aispace Management Agency (NAMA), said: “There are many reasons we brought these girls to tour the Lagos Airport. One is that it will inspire new generation of women leaders in the aviation sector. This is also an ICAO initiative, known as Next Generation Air Transportation System (NextGen). There is need to consistently and constantly build capacity within the industry. ICAO in 2009 initiated the NextGen professionals which is targeted to encourage the next generation of professionals that can continue to pioneer the work and pilot the work of aviation industry.

    “Particular emphasis is on the girls because we have a gap. We don’t have the girls matching up with that of men in the sector. So, there is a deliberate attempt to encourage them and to inspire them from their youths so that they they can take interest in science related courses that can lead them to become either aeronautical engineers, or pilots or any of the other phases, or even Aero medical engineering or aviation law so that they can support the work of the industry. As you know, it is safety driven industry and need very qualified experienced and competent professionals to man it at all times.”

    Gbem continued: ” So, we are doing this, not only in the aviation sector. We are doing it in the arts and public relations. We have scholarship for young women in public affairs, sciences. We also have the science tech scholarship. This science tech scholarship has seen our awardees got to space. So, we have beneficiaries that have gone to space. So, we are promoting that, not just only in aviation sector, but also it is a well rounded adventure.’’

    Encouragement from male pilots

    According to Captain Everest Nnaji, a pilot and chief executive officer, Lagos-based helicopter company, aviation has been a man’s game for decades – despite of women’s significant contributions from the beginning. But now, aviation leaders said they wanted to ensure more leading roles for women.

    He noted: “The ‘boys club’ of aviation is a result of many decades of neglect, ignoring or diminishing women’s contributions, creating artificial hurdles and sending mixed-messages to young girls, especially in advertising.

    “The fact is that women have played a pivotal role in the growth of aviation from the beginning, and particularly during times of war. They have piloted, helped build and maintained aircraft, even helped build the systems that keep aircraft flying safely.”

    He continued: “In time past, aircraft piloting was more of science, technology, engineering and mathematics (STEM) subjects concepts, but technology has twisted and turned that around. With nimble fingers and a well organised mind, electronics computers have put flying in the hands of anybody with basic education as well as articulate mind and the passion to fly.”

    Over the past 10 years, the number of women successfully gaining their ways into the cockpit around the world, and in Nigeria too, is overwhelmingly encouraging. This can be attributed to the fact that the factors that had hindered ladies from going into the cockpit have been eliminated with modern day science and greater awareness in the society.

  • Push for airlines’ ownership of airport

    African carriers’ dismal performance is a problem for the African Airline Association (AFRAA). Experts attribute this to many factors, which include prohibitive aeronautical charges caused by public ownership of airports. To reverse the trend, they are canvassing ownership of airports by airlines, KELVIN OSA OKUNBOR reports.

    Aviation business in Africa has come under global focus as airport infrastructure are becoming  dilapidated for carriers. This has led to dismal performance by carriers.

    Statistics from the International Air Transport Association (IATA) indicate that African airlines are struggling to remain afloat.

    Experts say multiple taxes by governments across the continent have made if costlier to do business in Africa. They say many African governments see aviation as a luxury rather than a necessity. They also say a change in perception is needed as the value for the government is not in the tax receipts it gets from the industry. To them, the government should see aviation as a catalyst for growth, especially in job creation.

    Investigations reveal that many African countries face infrastructure challenges, such as insufficient runways, terminals, airspace capacity to meet demands, technical and commercial service quality.

    To solve the problem, a former African Airlines Association (AFRAA) scribe has called on governments to develop a policy that would enable their airlines own airports to reduce losses.

    AFRAA former Secretary-General Aaron Munetsi spoke on the sidelines of the just-concluded African Travel Market (AKWAABA).

    Munetsi pointed out that airlines on the continent, unlike their counterparts in Europe, America or Middle East, were  making huge losses.

    He attributed the problem to numerous charges, such as landing and parking, en route, aviation fuel and payment on aircraft lease.

    Ethiopian Airlines is the only carrier on the continent, which owns an airport, while Kenya Airways is pushing for one.

    Munetsi said the two most important components of aviation were airlines and airports, noting that unlike airlines, airports hardly closed shop, urging players in the sector to develop interest in airport construction.

    He said: “Several airlines have collapsed in Africa in the past 10 years, but I want you to point to one airport that has collapsed within the same period. I still don’t know why people are not looking at setting up an airport rather  than an airline.

    “Airlines and airports are the most important components of the aviation industry; everything else is peripheral to these two.”

    He canvassed the implementation of the Single African Air Transport Market (SAATM) by governments, saying it would lead to growth of the  industry.

    Munetsi lamented that only 19 per cent of air passengers were being airlifted by African carriers, while foreign airlines ferried the balance. He said Africa could not continue to allow foreign carriers to dominate its airports.

    He said as at 2016, only Morocco and South Africa had received more than 10 million passengers and tourists, while Atlanta Airport alone in United States, welcomed at least 184 million passengers and tourists within the period.

    He insisted that there was a level- playing field for airlines to thrive, but added that without cooperation, airlines would continue to remain unprofitable.

    Service providers in the sector are making it difficult for airlines in Africa to flourish due to “prohibitive and excessive charges,” he added, noting that  it was wrong to say African airlines could not be profitable.

    Munetsi said $38 goes to airport authorities from a $100 ticket, adding that by the time airlines pay other charges to other service providers, they are left with 0.2 per cent profit.

    The aviation expert regretted that of 54 African countries, only 31 had signed the SAATM, which he described as the bedrock of the African Free Continental Trade Agreement (AfCTA).

    Quoting IATA, Munetsi said African airlines lost $140 billion to excessive charges. “Airport authority charges are so much, yet infrastructure are crumbling,” he observed.

    He said there was the need to harmonise charges, saying: “Airports have different charges for the same aircraft, for the same crew. Airlines are losing money because they can’t operate to some airports. It is like a dog fight. Everybody who can charge an airline will charge them.”

    He noted that airlines are catalysts to tourism growth, saying Africa cannot develop the tourism market without  removing the barriers to free movement of goods and people.

    He disclosed that research indicated that one in every 10 jobs in Africa is tourism-related. “If we don’t facilitate tourism growth, it means we are being starved of jobs. If airports are killing airlines, they are killing our youths,” he added.

    He said last year, Africa, which has 62 airlines, 817 aircraft and 49 airports, airlifted 88 million passengers, adding the figure is small, compared to Europe, where France last year alone airlifted 89.4 million passengers. “Despite the number of airports, how can we have 88million passengers? It means something is wrong. SAATM is set to change this,” Munetsi said.

    He urged African countries to explore another way of making money other than charging fellow  Africans visa fees.

    He continued: “Airports are charging so much from airlines, yet their infrastructure are crumbling. Airlines are losing money because they cannot operate in the airports. An airport in Malawi, Blantyre, has been shut for five months because they could not put its infrastructure in good working condition. So, if an airline wants to operate through Blantyre, it has to change schedule because it can’t fly to Blantyre. When they were flying, they were paying a lot of money to get to Blantyre. What happens to the money the airports collect?”

    “The amount of residual value that goes to the airport from airlines has risen from 21 per cent to 38 per cent in four years. So, if you pay for $100 for a ticket, $38 goes to the airport authority while the airlines are left with $62. Of that figure, they pay  charges and by the time they finish, the airlines retain 0.2 percent.

    ‘’According to IATA, in the past 10 years, African airlines have lost $140 billion.What the airports  charge these airlines are excessive.”

    According to him, AfCFTA will only be successful if the airports are effective. He urged airports to provide the necessary infrastucture for airlines to grow. Hes called for partnership between airlines and airports.

    “The airport should give the airline the frequency, availability, time and capacity to operate. In AFRAA, we are driving this. We are making it a task for airports to have these things so that the airlines can operate effectively. We are sick of hearing people say that African airlines are not profitable. It’s not their faults, it’s because the provider of these services are making things difficult for them.We want to make sure that when you are building an airport, you go to the airline, tell them about your plan and share ideas with the airline,” he said.

    Also,  Africa World Airlines Chief Operations Officer Sean Mendis advised the government to create an enabling environment for private airlines to thrive.

    “The role of the government is to create an enabling environment where private airlines can thrive. If the government creates an environment where private airlines, they will have access to funding, capital, infrastructure and personnel. It will address unemployment. The private sector is, in reality, what will grow Africa as a whole. If the governments can stop corruption, stop focusing on self-interest and start looking at the bigger picture, then prosperity will follow,” he said.

    Belujane Konsult Chief Executive Officer Chris Aligbe stressed the need for airports concession, adding that it would help improve the infrastructure at airports.

    He said: “We do not have an African-standard airport in our country. If we go ahead and we don’t create it, we will never make a headway. That is why  concession of our airports is important. If we don’t build new airports, we may not have a world-standard airport. There is no way we can make a headway. Even if we set up the best airline, the facilities would not be there. That is why a national airline and concessioned airport are mandatory for our country.”

     

     

  • Improving airspace radio communication

    For several years, pilots flying into the Nigeria’s airspace have complained of ‘dark or ‘blind spots ‘, resulting from poor radio communication between ground-based personnel – air traffic controllers – and the cockpit. To prevent air accidents and loss of revenue to other countries, the airspace agency has unfolded some measures, Senior Correspondent KELVIN OSA OKUNBOR reports

    Global efforts to improve communication between ground-based personnel – air traffic controllers and aircraft pilots is gaining traction in the air navigation value chain.

    Reason: effective controller – pilot communication contributes significantly to the global call by  international aviation organisations  to push for  enhanced  flight  safety and security.

    According to the International Civil Aviation Organisation (ICAO), the number of flights by the airline industry globally has been steadily increasing since the early 2000s and is expected to reach 39.4 million  by the end of the year.

    This figure, the global body said, is over one million higher than the prediction for the previous year,  representing an increase of over 50 percent a decade before.

    It is for this reason that the 192- member states of the global aviation regulator – ICAO and other international bodies prescribed the minimum requirements: in terms of equipment profile that is required for effective air traffic management and communication navigation and surveillance for aircraft navigating the global airspace.

    Besides the ICAO requirements, Nigeria as  an ICAO member-state has joined other air navigation services providers to seek measures aimed at reducing complaints of poor radio communication by users of its  airspace, including aircraft owners and their pilots.

    Statistics from the Nigerian Civil Aviation Authority (NCAA) shows that 30,040 flights were operated in Nigeria from January to  June, this year.

    About 59,818 flights were recorded from  January to December 2018 compared to 48,319 flights recorded in 2017.

    But, in the last few years, pilots, air traffic controllers and other stakeholders in Nigeria have raised serious concerns over the parlous state of radio communication in the airspace.

    Some pilots complained that it was difficult to reach the radio frequencies operated by the Nigeria Airspace Management Agency (NAMA) for effective air navigation.

    Besides pilots operating flights within the country, others using Nigerian airspace to reach their destination,  which in aviation par lance is known as overflights, threatened to boycott  the airspace, if remedial action was not taken by the government.

    If such pilots carried out their threat, Nigeria could lose significant foreign exchange earnings paid by such airspace users.

    The pilots said they would patronise contiguous airspace of other countries , including Ghana, Benin Republic, Niger and Cameroon to get to their destination .

    Investigations revealed that some pilots had lodged complaints with ICAO to call Nigeria to order in addressing the air safety infraction.

    Worried over the trend, NAMA embarked on serious infrastructure revolution to address the gap.

    A pilot, and President, Flight Crew Association of Nigeria (FCAN), Captain Robert Roland, recently called on government to address communication challenges in the airspace.

    He said the development was of grave concern to pilots and other stakeholders because of its effects on air safety.

    In an interview, its Managing Director, Captain Fola Akinkuotu, said the agency had acknowledged the challenge and had taken steps to address the problem of blind spots in the airspace which hitherto created headache for pilots.

    Investigations, however, revealed that  many factors were responsible for the lingering challenge.

    Experts’ complaint

    Besides pilots, air traffic controllers had consistently called on the government to fix sore points in airspace infrastructure, especially air based equipment.

    Part of such air based equipment is completion of Very High Frequency Radio Frequency, in aviation par lance known as VHF radio communication

    Speaking in an interview, President of Nigerian Association of Air Traffic Controllers  (NATCA), Comrade Abayomi  Agoro called on the government to address issues bordering on air traffic controllers work load; controllers fatigue; obscure track labels; sector split or sector  collapse which were impacting on the quality of their functions.

    He said the authorities needed to fix urgently issues bordering in flight data display,  which was not updated to show direct routing; production pressure as well as inadequate training.

    Investigations revealed that besides loss of significant revenue, threat to air safety; blind spots in the Nigerian airspace due to poor airspace radio  communication fired many aircraft on en – route flights to use adjacent airspaces, including Ghana and Niger Republics.

    Akinkuotu , while admitting that though radio communication in the airspace was not performing optimally a few years ago, said the airspace agency has taken aggressive steps to tackle the challenge.

    He said the goal of the agency was to eliminate such blind spots in any sector of the airspace to improve efficient air navigation for users of the airspace.

    Akinkuotu said: ‘’In the last few years, radio communication was not at its best. Effort has being made to fix it.”

    Also speaking in an interview, the National Association of Air Traffic Engineers (NAAE) President, Ishaya Dung, said the agency has evolved intervention measures geared towards reducing blind spots in the Nigerian airspace.

    While noting that there were some areas where pilots lodged complaints about blind spots in the past, Dung confirmed that the issue of blind spots in the Nigerian airspace was  becoming a thing of the past.

    Dung said:  “ The airspace agency through assistance from government  bought new long range radios for installation.

    They were new equipment and that was the first time radios were deployed in our system. So far, that challenge has been taken care of and it has been testified to by some of the pilots that have used the equipment.

    Despite the successes recorded in that area, the NAAE President  said because NAMA had got it right, the level of pilots’ complaints have equally reduced, advising the agency not to rest on its oars.

    He said:” I have not heard of any complaints again’’.

    Training to the rescue

    At the recently concluded International Federation of Air Traffic Safety Electronics Association (IFATSEA) conference in Abuja,  the director of safety electronics and engineering services, Umar Farouk, disclosed that the agency had trained 80 personnel in 2019   at the Nigerian College of Aviation Technology  (NCAT) , in Zaria.

    This, he said, had become imperative to bridge the gap in manpower and ensure that ageing work force was being replaced.

    He said such intervention had become necessary to train technical personnel to match the drive in the acquisition and installation of state-of-the-art air navigation equipment.

    Other measures

    To boost the clarity of radio communication, especially at the upper airspace, the agency investigations revealed that steps have been taken to replace all the Very High Frequency (VHF) radios at the eight remote sites in Lagos, Kano, Wukari, Sokoto, Ilorin, Port Harcourt, Abuja and Maiduguri.

    An official said the agency has also added six new sites in Jos, Kaduna, Yola, Enugu, Benin and Calabar, bringing to 14 VHF sites nationwide.

    These VHF remote sites, he said, are operated in a network, which will have signal pattern that covers the entire airspace.

    He said the agency has also taken delivery of the VHF radio equipment under the “Extended Range VHF Coverage” project, affirming that its installation will start soon.

    He said last year, NAMA deployed four stand-alone Jotron High-power long range VHF radios at Lagos East and Lagos West as well as Kano East and Kano West Area Control Centres (ACCs).

    He said it was a backup solution  to address Remote Control Air-to- Ground (RCAG) communication challenges in the upper airspace by providing reliable backup in the event of loss of VHF radio communication on the main system.

    Road to sectorisation

    Investigations revealed that air traffic management assessment of the airspace was conducted in 1991.This was preparatory to the deployment of satellite communication system in the country.

    Experts said studies carried out by international bodies confirmed the need for a sectored operation in Lagos and Kano.

    Reactions on sectorisation

    In a  recent forum in Abuja , NAMA’s Director of Operations, Mr Mathew Pwajok said sectorisation  of the Lagos airspace has made the job of air traffic controllers easier and more efficient.

    He said : ‘’Maintenance remains key in the system and in a bid to further enhance safety in the country and capture low level aircraft in the Gulf of Guinea, the agency has commenced installation of wide area multilateration equipment to boost the activities of oil exploration in the area.”

    Pilots’, airlines’ reactions

    Speaking in separate interviews, pilots from Arik Air, Air Peace, Medview Airlines, Dana Air , Overland Airways , AZMAN Air and Max Air confirmed improvement in radio communication in the airspace.

    They declined to give their names because they were not the spokespersons of their carriers.

    They said it was unprofessional to make public statement on such matters, but to report to the regulatory body and other aeronautical bodies their observations about airspace infrastructure, if there was need for improvement or threat to safety or the aircraft they man.

    But, retired pilots – Captain Prex Porbeni and Captain Dele Ore – said there was room for improvement on airspace facilities.

    They said airspace equipment have improved over many years ago.

    This, they said, was responsible for the increase in foreign carriers flights into Nigeria.

  • Improving airspace radio communication

    For several years, pilots flying into the Nigeria’s airspace have complained of ‘dark or ‘blind spots ‘, resulting from poor radio communication between ground-based personnel – air traffic controllers – and the cockpit. To prevent air accidents and loss of revenue to other countries, the airspace agency has unfolded some measures, Senior Correspondent KELVIN OSA OKUNBOR reports

    Global efforts to improve communication between ground-based personnel – air traffic controllers and aircraft pilots – i gaining traction in the air navigation value chain.

    Reason: effective controller – pilot communication contributes significantly to the global call by international aviation organisations to push for enhanced flight safety and security.

    According to the International Civil Aviation Organisation (ICAO), the number of flights by the airline industry globally has been steadily increasing since the early 2000s and is expected to reach 39.4 million by the end of the year.

    This figure, the global body said, is over one million higher than the prediction for the previous year, representing an increase of over 50 percent a decade before.

    It is for this reason that the 192- member states of the global aviation regulator – ICAO and other international bodies prescribed the minimum requirements: in terms of equipment profile that is required for effective air traffic management and communication navigation and surveillance for aircraft navigating the global airspace.

    Besides the ICAO requirements, Nigeria as an ICAO member-state has joined other air navigation services providers to seek measures aimed at reducing complaints of poor radio communication by users of its airspace, including aircraft owners and their pilots.

    Statistics from the Nigerian Civil Aviation Authority (NCAA) shows that 30,040 flights were operated in Nigeria from January to June, this year.

    About 59,818 flights were recorded from January to December 2018 compared to 48,319 flights recorded in 2017.

    But, in the last few years, pilots, air traffic controllers and other stakeholders in Nigeria have raised serious concerns over the parlous state of radio communication in the airspace.

    Some pilots complained that it was difficult to reach the radio frequencies operated by the Nigeria Airspace Management Agency (NAMA) for effective air navigation.

    Besides pilots operating flights within the country, others using Nigerian airspace to reach their destination, which in aviation par lance is known as overflights, threatened to boycott the airspace, if remedial action was not taken by the government.

    If such pilots carried out their threat, Nigeria could lose significant foreign exchange earnings paid by such airspace users.

    The pilots said they would patronise contiguous airspace of other countries , including Ghana, Benin Republic, Niger and Cameroon to get to their destination .

    Investigations revealed that some pilots had lodged complaints with ICAO to call Nigeria to order in addressing the air safety infraction.

    Worried over the trend, NAMA embarked on serious infrastructure revolution to address the gap.

    A pilot, and President, Flight Crew Association of Nigeria (FCAN), Captain Robert Roland, recently called on government to address communication challenges in the airspace.

    He said the development was of grave concern to pilots and other stakeholders because of its effects on air safety.

    In an interview, its Managing Director, Captain Fola Akinkuotu, said the agency had acknowledged the challenge and had taken steps to address the problem of blind spots in the airspace which hitherto created headache for pilots.

    Investigations, however, revealed that  many factors were responsible for the lingering challenge.

    Experts’ complaint

    Besides pilots, air traffic controllers had consistently called on the government to fix sore points in airspace infrastructure, especially air based equipment.

    Part of such air based equipment is completion of Very High Frequency Radio Frequency, in aviation par lance known as VHF radio communication

    Speaking in an interview, President of Nigerian Association of Air Traffic Controllers  (NATCA), Comrade Abayomi  Agoro called on the government to address issues bordering on air traffic controllers work load; controllers fatigue; obscure track labels; sector split or sector  collapse which were impacting on the quality of their functions.

    He said the authorities needed to fix urgently issues bordering in flight data display,  which was not updated to show direct routing; production pressure as well as inadequate training.

    Investigations revealed that besides loss of significant revenue, threat to air safety; blind spots in the Nigerian airspace due to poor airspace radio  communication fired many aircraft on en – route flights to use adjacent airspaces, including Ghana and Niger Republics.

    Akinkuotu , while admitting that though radio communication in the airspace was not performing optimally a few years ago, said the airspace agency has taken aggressive steps to tackle the challenge.

    He said the goal of the agency was to eliminate such blind spots in any sector of the airspace to improve efficient air navigation for users of the airspace.

    Akinkuotu said: ‘’In the last few years, radio communication was not at its best. Effort has being made to fix it.”

    Also speaking in an interview, the National Association of Air Traffic Engineers (NAAE) President, Ishaya Dung, said the agency has evolved intervention measures geared towards reducing blind spots in the Nigerian airspace.

    While noting that there were some areas where pilots lodged complaints about blind spots in the past, Dung confirmed that the issue of blind spots in the Nigerian airspace was  becoming a thing of the past.

    Dung said:  “ The airspace agency through assistance from government  bought new long range radios for installation.

    They were new equipment and that was the first time radios were deployed in our system. So far, that challenge has been taken care of and it has been testified to by some of the pilots that have used the equipment.

    Despite the successes recorded in that area, the NAAE President  said because NAMA had got it right, the level of pilots’ complaints have equally reduced, advising the agency not to rest on its oars.

    He said:” I have not heard of any complaints again’’.

    Training to the rescue

    At the recently concluded International Federation of Air Traffic Safety Electronics Association (IFATSEA)  conference in Abuja,  the director of safety electronics and engineering services, Umar Farouk, disclosed that the agency had trained 80 personnel in 2019   at the Nigerian College of Aviation Technology  (NCAT) , in Zaria.

    This, he said, had become imperative to bridge the gap in manpower and ensure that ageing work force was being replaced.

    He said such intervention had become necessary to train technical personnel to match the drive in  the acquisition and installation of state-of-the-art air navigation equipment.

    Other measures

    To  boost the clarity of radio communication, especially at the upper airspace, the agency investigations revealed that  steps have been taken to replace all the Very High Frequency (VHF) radios at the eight remote sites in Lagos, Kano, Wukari, Sokoto, Ilorin, Port Harcourt, Abuja and Maiduguri.

    An official said the agency has also added six new sites in Jos, Kaduna, Yola, Enugu, Benin and Calabar, bringing to 14 VHF sites nationwide.

    These VHF remote sites, he said, are operated in a network, which will have signal pattern that covers the entire airspace.

    He said the agency has also taken delivery of the VHF radio equipment under the “Extended Range VHF Coverage” project, affirming that its installation will start soon.

    He said last year, NAMA deployed four stand-alone Jotron High-power long range VHF radios at Lagos East and Lagos West as well as Kano East and Kano West Area Control Centres (ACCs).

    He said it was a backup solution  to address Remote Control Air-to- Ground (RCAG) communication challenges in the upper airspace by providing reliable backup in the event of loss of VHF radio communication on the main system.

    Road to sectorisation

    Investigations revealed that air traffic management assessment of the airspace was conducted in 1991.This was preparatory to the deployment of satellite communication system in the country.

    Experts said studies carried out by international bodies confirmed the need for a sectored operation in Lagos and Kano.

    Reactions on sectorisation

    In a  recent forum in Abuja , NAMA’s Director of Operations, Mr Mathew Pwajok said sectorisation  of the Lagos airspace has made the job of air traffic controllers easier and more efficient.

    He said : ‘’Maintenance remains key in the system and in a bid to further enhance safety in the country and capture low level aircraft in the Gulf of Guinea, the agency has commenced installation of wide area multilateration equipment to boost the activities of oil exploration in the area.”

    Pilots’, airlines’ reactions

    Speaking in separate interviews, pilots from Arik Air, Air Peace, Medview Airlines, Dana Air , Overland Airways , AZMAN Air and Max Air confirmed improvement in radio communication in the airspace.

    They declined to give their names because they were not the spokespersons of their carriers.

    They said it was unprofessional to make public statement on such matters, but to report to the regulatory body and other aeronautical bodies their observations about airspace infrastructure, if there was need for improvement or threat to safety or the aircraft they man.

    But, retired pilots – Captain Prex Porbeni and Captain Dele Ore – said there was room for improvement on airspace facilities.

    They said airspace equipment have improved over many years ago.

    This, they said, was responsible for the increase in foreign carriers flights into Nigeria.

  • Push for Nigerian flag carriers

    Since the liquidation of Nigeria Airways in 2004, attempts by the government to set up another national carrier, Nigeria Air, have been largely unsuccessful. Experts say aviation business, including airline ownership and management, is better left to the private sector. Is the idea of a national carrier going out of fashion? KELVIN OSA-OKUNBOR asks

    The Minister of Aviation’s pronouncement that  Nigeria Air remains a priority has triggered a huge debate in the sector on the necessity, or otherwise, of a national carrier.

    There is an agreement, however, by experts that Nigeria needs a functional carrier. The argument is whether it should be government- driven, or left in private hands.

    Nigeria Airways Limited, which operated for many years as a national carrier, failed to meet the expectations of Nigerians and was shut by government in 2004.

    Its experience in the 56 years of its existence showed that public ownership of airlines was no more fashionable. Nigeria Airways Limited was established in 1958 as a national carrier but liquidated  in 2004.

    In the last few decades, efforts by the government to achieve a national carrier after the collapse of Nigeria Airways Limited have not gathered any steam.

    Rather than dissipate energy on a national carrier, experts say the government should flow with the global trend of empowering private sector operators as flag carriers.

    The Federal Government approved N47.43 billion for the Nigeria Air project in the 2019 budget.

    Efforts by the government to partner with many organisations to deliver a national carrier since the dying days of the Nigeria Airways Limited have not yielded any positive result.

    From the failed Air Nigeria, which was to come out of Nigeria Airways to Nigerian Global Airlines promoted during the Olusegun Obasanjo-led administration to Nigerian Eagle Airlines and the latest Nigeria Air promoted by Minister of Aviation, Captain Hadi Sirika, none have been delivered.

    Given the huge capital flight by foreign carriers, can setting up a national carrier block such gap? Should the government go ahead with the project? This debate has engaged the attention of industry experts and stakeholders.

    Clamour for a national carrier

    President Muhammadu Buhari, on assumption of office on May 29, 2015, expressed concern over Nigeria’s lack of a national carrier .

    He said the establishment of such a carrier was not only justifiable by economic considerations, but for strategic national interest, national pride and job creation potential.

    The presidential interest was fueled by the unending challenges faced by domestic carriers after the N300 billion intervention fund did not yield positive results.

    Buhari said his administration would act quickly to redress the situation. He directed that the committee saddled with the task of setting up the national carrier to look into the causes of the failure of the Nigeria Airways and other private airlines before arriving at the model that will meet the aspirations of Nigerians.

    Last week, Minister of Aviation Captain Sirika said there was no going back on the project. He stated this when Transaction Advisers submitted the outcome of their research to the government. He said the national carrier was in the pipeline as the Transaction Advisers had concluded their baseline studies and were moving to the next level.

    Sirika said: “Every Nigerian is asking for the national carrier. That is why the project is on course.“

    It is against this background that some experts have called on the government to jettison the idea of a national carrier and embrace the model of private sector-led flag carriers obtainable in some countries across the globe.

    Some of them argued that the government as a regulator in the aviation sector had no business in setting up an airline, but should encourage private sector investors by creating a conducive environment for them to thrive.

    In an interview, Chairman of Airline Operators of Nigeria (AON) Captain Nogie Meggison said the government should have no business in setting up a national carrier, but empower existing private sector airlines as flag carriers.

    According to the leader of the umbrella body of indigenous carriers, the government should empower domestic carriers by reducing multiple aeronautical and airport charges to actualise the bilateral air services agreement it signed with many countries.

    What really is the difference between a national carrier and a flag carrier?

    Difference between national and flag carriers

    According to the experts, a national carrier is floated by the government as sole shareholder, to operate in the name of the government and represent the government in all aviation-related bilateral services agreements.

    But, a flag carrier is a privately- owned airline that, by agreement, is designated to represent a government and fly on behalf of the government, representing it on all bilateral-designated routes.

    Flag carriers

    Since the demise of the Nigeria Airways, many carriers, including Arik Air, Aero Contractors, Medview Airlines, Air Peace, Overland Airways and Dana Air have been playing the role of flag carriers, flying the country’s flag in many countries, where they are designated.

    Experts’ views

    A former Director of Human Resources at the defunct Virgin Nigeria, Victor Banjo, recently spared a thought for the proposed national carrier. He said the project lacked the requisite structure for success.

    He said the proposed national carrier would lack accountability, fairness, transparency and independence.

    He said: “From the outset, Nigeria Air was doomed to fail because the four pillars of corporate governance were missing. In terms of transparency, too much was shrouded in secrecy for a project a huge chunk of taxpayers’ money was to be committed, and time will tell if it will move from being premature to a stillborn.”

    But, Sabre Travel Solutions President, Gbenga Olowo, said the government should empower existing flag carriers, rather than dissipating energy and resources in setting a national carrier.

    To him, existing flag carriers should be supported through policies that enable them forge alliances as global players .

    His words: “This is easily achievable through economic policy of cooperation, collaborations, mergers and acquisitions; review of all existing Bilateral Air Services Agreement (BASA) through periodic schedules for equity and immediate reversal of all multiple entry points in Nigeria to single entry points.”

    On his part, African Aviation Services Limited Chief Executive Officer Nick Fadugba said though the idea of a national carrier was welcome, but for it to succeed, it would need a sound business plan, strategic industry partners, adequate funding, an experienced management team, well-trained staff, a fleet of modern aircraft, a comprehensive route network, on-time performance, good customer service and no government involvement.

    The Chairman, House of Representatives Committee on Aviation, Nnolim Nnaji, has said Nigeria needs strong flag carriers to enable it play on the continental sphere.

    Nnaji said the country had remained passive in the continental aviation market in recent years, despite its huge daily passenger traffic. However, to him, floating a fully government-owned airline might not be an alternative.

    According to him, the committee will work closely with the Federal Government to ensure that competent local airlines are supported to assume the status of flag carriers and operate internationally.

    An aviation analyst and member, Aviation Round Table, Olumide Ohunayo, said setting up a national carrier was not the best option, but empowerment of existing flag carriers to enable Nigeria actualise its over 75 bilateral air services agreements.

    He said: “We are on the verge of starting a new national carrier after many false starts, from Air Nigeria in 1993 to Nigeria Air in 2018. Twenty-six years, and we are still going round in circles. During this period, the best we got for our efforts was Virgin Nigeria, which within six years had all certifications and numerous offers for partnership.

    “We are toeing that line with the new national carrier project of acquiring five aircraft and flying to international destinations almost immediately without any base or foundation, just the government’s support without requisite funding.

    “If having a national carrier is felt to be a must, then the cost, risk and lessons from other airlines should be seriously considered.”

    More reactions

    Flag carriers said they could do more if they get the necessary support from the government . The support, they said, could come in the form of reducing multiple charges, improved air navigation infrastructure, establishment of aircraft maintenance facility and more involvement in international aero politics.

    On his part, Chairman of Air Peace Allen Onyema said: “However, we need more support from th government. We need to be protected from multiple taxation and the debilitating effects of poor airport infrastructure. We need the government to review the multiple designations given to foreign airlines operating into the country.

    “We need the government to appreciate the contributions of indigenous airlines. We have been exposed to unrelenting hostility. We need the government to help us play the international aero politics that have been working against Nigerian airlines for a long time. Countries protect their airlines against marauding foreign airlines. The local airlines provide jobs for the citizens of their countries hence, the immense protection they get. Recently, Airlines in America complained against the several frequencies given to the heavily-subsidised Gulf states’ airlines. The US Government responded with measures that deterred those Gulf airlines. The US Government needed to protect US jobs by protecting their indigenous airlines.

    “You do not need a national carrier to do the needful. You do not need a national carrier to protect your indigenous businesses. Why did the government want to establish a national airline in the first place?”

    Onyema continued: “Government was rightly worried that no Nigerian indigenous airline was doing well on the international scene. The government noticed a very serious imbalance in our BASA protocols and wanted to bridge it. So government went into it for a reason. Though there were genuine reasons for that plan to set up an airline, it was the belief of not only indigenous airlines but also the discerning aviation world that Nigeria should rather find out why its indigenous airlines have not been able to plug the hole. All we need is total support of our government and we will all get there. National carrier is no longer an idea the world over

    “America with its economic might and aviation prowess (manufacturers of world’s most popular planes) does not have a national carrier. They have flag carriers in Delta Airlines, United Airlines, American Airlines and a host of others flying the flag of America. Britain does not have a national carrier any longer. British Airways is no longer a national carrier since the 80s.

    “Nigeria Airways was a failed airline, it died just as other national carriers worldwide,” he said.

    How the government could assist flag carriers

    Legal luminary Olisa Agbakoba, a Senior Advocate of Nigeria (SAN), a few years ago mooted the idea of a “Fly Nigeria Act” which prescribes that all government officials flying on its bill must patronise Nigerian flag carriers.

    He said that was one of the ways the government could retain huge funds taken out by foreign carriers in tickets sales.

    Agbakoba said other countries, including United States initiated the Fly America Act to support US carriers.

    Besides Agbakoba, other industry players, including former spokesman of  Nigeria Airways Limited, Mr Chris Aligbe, said such legislative instrument would empower indigenous flag carriers.

  • Improving indigenous carriers’ on-time performance

    Weather, air traffic control restrictions, delay in supply of aviation fuel, inadequate airport, air navigation infrastructure and others have negatively impacted the capacity of domestic carriers to keep to scheduled time. Despite these, some of the carriers are scaling up their operations to achieve on-time performance, KELVIN OSA OKUNBOR reports.

    Effective management of time is increasingly becoming an attraction in global air travel. It is for this reason that air travel is gaining global attention among  other modes of transportation.

    According to the International Air Transport Association (IATA), carriers carried over 4.5 billion passengers last year. It said given the peculiarity of air travel, current trends suggest that passenger traffic could hit 8.2 billion by 2037.

    According to IATA Director-General and Chief Executive, Alexandre de Juniac, air travel would continue to grow if carriers improved on their on-time performance.

    In Nigeria, statistics from the Federal Airports Authority of Nigeria (FAAN) indicate that 9.2 million passengers passed through the airports in 140,552 aircraft between January and September 2017. The statistics gave the breakdown as 6.38 million domestic and 2.8 international passengers. It also showed that 110,220 domestic and 30,332 international flights were operated across the nation’s 22 airports during the period under review.

    The domestic carriers, according to FAAN, included Overland Airways, Arik Air, Air Peace, First Nation Airways, Azman Air, Med View Airlines and  Aero  Contractors .

    It further revealed that 4.6 million passengers arrived the country in 70,680 flights, while 4.5 million passengers departed in 69,872 flights.

    Figures released by the Nigeria Civil Aviation Authority (NCAA) indicated that  14,171,722 air travellers went through Nigeria Airports last year. A new entrant, Max Air,  joined the fray in the period under review.

    The data endorsed by NCAA’s Consumer Protection Directorate represents a 20.8 per cent increase to the 11,221,608 passengers recorded between January and December 2017.

    According to the document, the 34 airlines on international routes operated 15,645 flights and flew 4,079,0789 passengers during the period under review.

    Despite the increase in passenger traffic in the country, airlines continue to grapple with delayed or cancelled flights. Experts say delayed or cancelled flights are becoming a nightmare for many passengers, who want carriers to improve on their on-time performance.

    In an interview, NCAA Director-General Captain Mukhtar Usman said airlines should not be blamed for cancelling or delaying flights for safety and security reasons.

    He said some carriers have significantly improved on their on-time performance compared to a few years ago. According to him, more than half of the flights by eight domestic carriers a few years ago were either cancelled or delayed.

    But, the NCAA in the last few years has taken steps to ensure defaulting carriers keep their obligation to passengers. In doing this, the regulator scaled up the operation of its consumer protection directorate such that infractions on passengers rights are addressed. One of the infractions is failure of airlines to carry passengers along on the status of their flights. the NCAA insists that airlines are sanctioned  if they fail to meet the requirements on the status of their flights.

    To address this, some domestic carriers have either acquired more aircraft; improved turn- around time and are taking measures to settle bills for aircraft fuelling; aeronautical charges and other pre-flight logistics. Besides, some carriers have reworked their route scheduling to ensure that delay in the operating aircraft for one sector or flight rotation does not lead to delay in another operation.

    Investigations revealed that, since the first quarter of this year, there has been a significant drop in cancelled or delayed flights.

    Checks from the Nigerian Airspace Management Agency (NAMA) revealed that Arik Air is leading the pack in on-time performance. An air traffic controller said in the last one year Arik Air flights has been departing on time.

    Arik Air Managing Director Captain Roy Ilegbodu attributed the airline’s punctuality  to increase in fleet size and improvement in turn-around time.

    Besides Arik Air, other carriers, including Dana Air, Air Peace, and lately Aero Contractors, have recorded improvement on their on-time performance. Statistics obtained from the NCAA Consumer Protection Directorate indicated that since last year  domestic carriers have scaled up their operations. The data indicated that, in the first quarter of last year, overall on-time performance  report stood at 61 per cent, but increased to 76  per cent in same quarter of this year.

    In the second quarter, April to June, overall on-time performance for airlines moved from 66 per cent in 2018 to 84 per cent in the year. In the third quarter, June to September, overall on-time performance for airlines moved from 68 per cent last year to 84 per cent this year.

    In the last quarter of last year, it moved from 60 per cent to 84 per cent .

    A breakdown of on-time performance for domestic flights, according to the NCAA data, shows 61 per cent in 2018 compared to  77 per cent in the year for the first quarter; while the second quarter indicates 68 per cent for domestic carriers’ on-time performance for 2018 compared to 85 per cent for same carriers in 2019.

    The data puts the third quarter domestic carriers’ on-time performance at 69 per cent for 2018 compared to 85 per cent for the year. The fourth quarter domestic carriers’ on-time performance stood at 59 per cent for 2018 as against 85 per cent for 2019.

    Industry experts say the improvement in on-time performance could also be attributed to joint venture agreements signed by some carriers with aircraft owners to achieve seamless operations.

    Arik Air in particular signed a Memorandum of Understanding (MoU) with Value Jets for the use of its aircraft on some domestic routes, including Lagos-Abuja. With more aircraft in its fleet, the airline has improved its turn- around time. Besides, increasing its aircraft fleet and enhanced relationship with regulatory agencies, it was learnt, are some of the factors responsible for its flight punctuality.

    In separate interviews, some passengers relived their experience on some domestic carriers which have improved on their on-time performance.

    Emeka Nnodim, passenger on Lagos-Abuja route, said in his Twitter handle: “What has happened to our airlines, flights are no more delayed like before, even, Arik Air has improved. Is it because the airline was acquired by the Asset Management Corporation of Nigeria? It is amazing airlines now keep to time, I cannot believe even Arik Air.”

    Another passenger, Uche Osoka,  said: ” Our domestic carriers have improved on their on- time performance. This is good. I hope they sustain it. My worry is continuity. That is where the problem lies. Let us hope for greater things.”

    On his part, another passenger, Abdulmini Umar said: “I have witnessed the improved on -time performance of domestic carriers on the Lagos-Abuja route, no more flight delays.”

    In his testimony, Raymond Akintayo, said: ‘’It is good some passengers are noticing the phenomenal transformation of airlines, including Arik Air, with flight now right on time. Imagine flying by noon, airplane door locked by 11.45, this is unusual.”

    Lawal Oluwatosin said: “These days one cannot afford to be late for Arik Air flight. I learnt the hard way. Imagine Nigerian airlines keeping to time.”

    Last week, the NCAA  commended Arik Air for its effective, efficient, safe and secure operations, despite challenges in the operating environment. The authority in a letter dated September 4, 2019 and signed by the Director- General, Captain Muhtar Usman, praised Arik Air for its compliance with the five per cent Ticket Sales Tax/Charter Sales Tax (TSC/CS) as enshrined in the Civil Aviation Act 2006 (As amended).

    Other key performances for which NCAA commended Arik Air include timely remittance of five per cent Cargo Sales Charge (CSC) and beneficial working relationship leading to the implementation of the Aviation Revenue Automation Project (ARAP)/Direct Debit Mandate.

    The NCAA hopes that Arik Air would continue to honour its financial obligations as and when due, in line with the Federal Government‘s Policy on non-oil revenue.

    The authority said it would continue to partner Arik Air to give assistance within the confines of the law for the growth of airline in particular and the industry in general.

    Ilegbodu said: “We are pleased with the commendation our airline received from NCAA. We assure our customers and stakeholders of continuous adherence to international safety

    “There has been a cordial working relationship between NCAA and Arik Air since the coming of the Receiver Management team in February 2017. The Asset Management Corporation of Nigeria (AMCON)-instituted management has been working hard to reposition the airline.”

  • Airlines’ role in developing airport hubs

    What qualifies an airport as an effective hub? Experts say it is beyond geographical location, population, operational infrastructure and the size of terminal facilities. The role strong carriers can play in achieving a hub for Nigeria has triggered a debate in the sector. KELVIN OSA OKUNBOR reports.

    Nigeria’s desire to achieve hub status for some of its airports in the last few decades has remained elusive.

    The drive to upgrade some of its airport terminals to hub status has engaged the attention of successive administrations with little to show for it beyond rhetorics. Terminal upgrade and remodelling initiatives conceived by many aviation ministers are yet to yield the expected results.

    But, the country is losing billions of dollars  in the West African region and on the continent due to the failure of the government to deliver on its target.

    Experts, including Chief Executive Officer Belujane Konsults, Mr Chris Aligbe; Chief Executive Officer, African Aviation Services Limited, Mr Nick Fadugba; Chairman  and Airline Operators of Nigeria (AON),Captain Meggison  said hub pursuit for Nigeria may take longer time until strong  carriers were put in place.

    Beside strong carriers, they said the government needs deliver modern airports with transit facilities for passengers to connect flight from one corner of the world to another.

    They said Nigeria will be better positioned to achieve hub status for its airport terminals if it takes advantage of its geographical location, population and other attractions.

    Besides geography, they say establishing strong carriers has a role to play in the development of effective airport hubs. They argue that such carriers should not be necessarily publicly owned, but could be private sector-driven, judging by the experience in other climes.

    Aligbe on his part identified the absence of strong indigenous carriers as one of the reasons Nigeria is unable to develop airport hubs. He said though Nigeria is blessed with with a good geographical location, it is not enough to make her airports natural hubs as hub development goes beyond geography encompassing strong carriers to distribute passengers.

    He said other countries in Africa were using their carriers to develop their airport into strong hubs for the distribution of passengers on the airline network they belong to.

    Aligbe said until the government designed policies that would promote strong  indigenous carriers, the ambition to develop some international airports into a hub will remain a mirage.

    In an interview, Aligbe said in some parts of the world, some private carriers assisted in developing their airports into strong hubs.

    He said: “We cannot develop hub in our country. If you look at it globally  it is only two major places that private airlines have developed as hub.

    “You have it in Honk Kong, developed by Cathay Pacific, the airline was owned by a shipping magnate, but now it is a global airline.

    ‘’There is another airline that developed  a hub in Brazil after the collapse of Varig Air. So, airlines have a role to play in developing airport hubs. Other hubs were developed by national carriers. Most American carriers are privately owned.’’

    He further said: “Only national carriers build hubs. That is why Nigeria has not been able to build hubs. Four  or five years ago, there was an arrangement with Lufthansa to help build a hub in Abuja , but it did not happen. It will not happen, no foreign airlines will build hub for Nigeria. KLM built a hub in Schipol, Air France built Paris Airport, British Airways built Heathrow, not Virgin.

    “Nigeria is the best location in Africa to build a hub, yet we have not developed it.

    “The kind of  multiplier  effect a  hub has in economic development in any country is mammoth. Such  hubs as Dubai, Heathrow, France, Atlanta, do wonderful things. Delta Airlines has done a lot to develop hubs and contribute to the development of the economy.

    “We are not in a position to develop  that now, because we do not have a strong national flag carrier that can do this,” Aligbe added.

    Meggison in his view  said airlines have a huge role to play in developing hubs.

    He cited the roles Ethiopian Airlines has played in making Addis Ababa a strong hub in the Horn of Africa region, distributing passengers from all parts of the continent onto its global routes network, using its many global alliances.

    He said Kenyan Airways has also assisted  in developing Nairobi into a strong  hub for East Africa to distribute passengers around the continent.

    Egypt Air, he said, has developed a hub around Cairo just as South African Airways has also developed a hub  for Johannesburg to distribute passengers around the southern part of the continent. He said any country needed more than mere geographical advantage to become a hub.

    He said: “But a country needs more than the advantage of geographical location to become a hub.

    “Now, if you  take advantages into account, Nigeria ought to be a hub. But then what  really determines a hub is the quality and the capacity of the major carrier in that country.

    “It is not the population, it is not even the strategic location as it were. KLM is from Netherlands. How many people are in Netherlands? How many of the KLM passengers are going to Netherlands? But because the country has a very big carrier that has wide network, the airline has made Amsterdam a hub.”

    He said  Nigeria could become a hub if it has strong airlines that could distribute passengers from Europe, Americas, Asia and other destination outside the continent to various parts of Africa.

    “Nigeria can become a hub if it has two or three  airlines that are very strong. Even if one is not strong enough, but an airline  that can create a feeder network for passengers  to different parts of the continent.

    “Ethiopia is not strategically located  as it were, but because they have a very strong carrier, Addis Ababa has become a hub. So, it is the airline or the airlines that make a hub. For Lagos to become a hub, besides the facilities that will enable it to become a hub, like good airport, modern transportation facilities, the airline must be big enough to have network of routes and feed other airlines.”

    Despite its huge population,  Fadugba said Nigeria  lacks terminals that can accelerate seamless transit for passengers on domestic; regional and international flights.

    He said besides facilities for passengers’ transit; Nigerian carriers are not strong enough to attract global partnership to offer passengers reliable services on routes beyond point-to-point.

    Being a point-to-point carrier, Fadugba said was no longer fashionable among global carriers.

    In an interview in Lagos, Fadugba said the Murtala Muhammed International Airport, Lagos and the Nnamdi Azikiwe International Airport, Abuja were yet to qualify as hubs for West Africa because they do not command the kind of facilities that would attract global carriers as transit terminals to connect passengers to any where in the world.

    Fadugba said global carriers are attracted to airports with modern facilities where turn around time is swift; services are reliable; airlines could refuel and enjoy economies of scale.

    He said the weak status of many Nigerian carriers with limited aircraft fleet; unreliable schedules and lack of capacity to share interline and codeshare agreements with global carriers continue to undermine the drive for hub status for its airports.

    Fadugba said airports in Accra, Cairo, Casablanca, Dakar, Addis Ababa, Nairobi and Johannesburg have developed modern infrastructure and processes to attract global legacy carriers with intimidating aircraft fleet and network; Nigerian airports needed to be reworked to accommodate attractive hub facilities.

    He said: “Nigerian airports still have a long way to go to become significant hubs in Africa ; because they have inadequate facilities that will facilitate seamless passengers’ transit.

    “The government needs to tear down and build a modern terminal at Lagos Airport with at least three runways that will facilitate seamless connectivity.

    “The government needs to urgently look at land facilities at the Abuja Airport and at least build two runways for easy connectivity.

    “Developing an airport hub is not by accident but through careful planning and strategy. To achieve this, the government should look at airport size, and the readiness of the airspace to accommodate the exponential traffic that it will trigger if modern facilities are put in place.

    “This is what other countries have done by empowering their airlines; modernising their fleet; securing operational agreements and partnership to position them as catalyst for economic development.”

    He  said: “And we do not have any airline to cut on, put together all the airlines we have if we tell them to come together to form one airline, they are still not large enough to contend with South African Airways, Kenya Airways or Ethiopian Airlines.

    “We cannot develop hub in our country. If you look at it globally only two major places that private airlines have developed as hub.Even though most American carriers are privately owned.Look at all the hubs built globally, they were built by national carriers. Only national carriers build hubs.

    “That is why Nigeria has not been able to build one. Because of economies of scale for airlines in terms of fuel costs, insurance and other benefits for airlines that belong to network globally.

    “These are the things we are not benefitting. Aircraft utilisation in Nigeria is low, at least six hours as opposed to 12 hours.”

    Meanwhile, remodelling of the Murtala Muhammed International Airport, Lagos is aimed at making it the preferred West African hub that would attract more international flights, President of new aviation think tank Stakeholders Square Table, Captain Balarabe Usman (rtd.) has said.

    Usman said when work is completed at the airport, it would meet all the necessary conditions for its certification by the International Civil Aviation Organisation (ICAO) and would be designated as a regional hub because the highest number of passengers in West and Central Africa still emanate from the Lagos airport.

    According to him, with the expansion of the terminal facility, installation of new conveyor belts for quick dispensation of baggage, upgrading of the cooling system and overall rehabilitation of the infrastructure at the terminal would entirely improve and hasten facilitation and attract more airlines into the country.

    In an interview, President/Chief Executive Officer, Sabre Travel Network, Gbenga Olowo said government could create deliberate policy to support  aviation activities, including airlines, airports, catering, fuel and ground handling services.

    He said: “Nigeria ought to be  a hub with its geographical location in West, Central Africa  with its large population.

    “Lagos could be a formidable hub in West Africa if it has facilities that guarantees  a  functional airport with transit facilities , provision for aircraft leasing , aircraft maintenance repair and overhaul facility , an   aerotropolis and other  supporting amenities built around  flag  carriers or a national carrier.

    “One of the steps to achieving this is ensuring  effective infrastructure management and development  as well as improved air connectivity.”

  • Airlines’ role in developing airport hubs

    What qualifies an airport as an effective hub? Experts say it is beyond geographical location, population, operational infrastructure and the size of terminal facilities. The role strong carriers can play in achieving a hub for Nigeria has triggered a debate in the sector. KELVIN OSA OKUNBOR reports.

    Nigeria’s desire to achieve hub status for some of its airports in the last few decades has remained elusive.

    The drive to upgrade some of its airport terminals to hub status has engaged the attention of successive administrations with little to show for it beyond rhetorics. Terminal upgrade and remodeling initiatives conceived by many ministers of aviation are yet to yield the expected outcomes.

    But, the country is losing billions of dollars  in the West African region and on the continent due to the failure of the government to deliver on its target.

    Experts, including Chief Executive Officer Belujane Konsults, Mr Chris Aligbe ; Chief Executive Officer, African Aviation Services Limited , Mr Nick Fadugba ; Chairman  and Airline Operators of Nigeria (AON), Captain Meggison  said hub pursuit for Nigeria may take longer time until strong  carriers are put in place.

    Beside strong carriers, they said government needs deliver modern airports with transit facilities for passengers to connect flight from one corner of the world to another.

    They said Nigeria will be better positioned to achieve hub status for its airport terminals if it takes advantage of its geographical location, population and other attractions.

    Besides geography, they say establishing strong carriers has a role to play in the development of effective airport hubs. They argue that such carriers should not be necessarily publicly owned, but could be private sector-driven, judging by the experience in other climes.

    Aligbe on his part identified the absence of strong indigenous carriers as one of the reasons Nigeria is unable to develop airport hubs. He said though Nigeria is naturally blessed with with good geographical location, it is not enough to make her airports natural hubs as hub development goes beyond geography encompassing strong carriers to distribute passengers.

    He said other countries in Africa were using their carriers to develop their airport into strong hubs for the distribution of passengers on the airline network they belong to.

    Aligbe  said until the government designed policies that would promote strong  indigenous carriers, the ambition to develop some international airports into a hub will remain a mirage.

    In an interview, Aligbe said in some parts of the world, some private carriers assisted in developing their airports into strong hubs.

    He said: “We cannot develop hub in our country. If you look at it globally  it is only two major places that private airlines have developed as hub.

    “You have it in Honk Kong, developed by Cathay Pacific, the airline was owned by a shipping magnate, but now it is a global airline.

    ‘’There is another airline that developed  a hub in Brazil after the collapse of Varig Air. So, airlines have a role to play in developing airport hubs. Other hubs were developed by national carriers. Even though most American carriers are privately owned.’’

    He further said:” Only national carriers build hubs. That is why Nigeria has not been able to build hubs. Four  or five years ago, there was an arrangement with Lufthansa to help build a hub in Abuja , but it did not happen. It will not happen, no foreign airlines will build hub for Nigeria. KLM built a hub in Schipol, Air France built Paris Airport, British Airways built Heathrow, not Virgin.

    “Nigeria is the best location in Africa to build a hub, yet we have not developed it.

    “The kind of  multiplier  effect a  hub has in economic development in any country is mammoth. Such  hubs as Dubai, Heathrow, France, Atlanta, do wonderful things. Delta Airlines has done a lot to develop hubs and contribute to the development of the economy.

    “We are not in a position to develop  that now, because we do not have a strong national flag carrier that can do this,” Aligbe concluded.

    Meggison in his view  said airlines have a huge role to play in developing hubs.

    He cited the roles Ethiopian Airlines has played in making Addis Ababa a strong hub in the Horn of Africa region, distributing passengers from all parts of the continent onto its global routes network, using its many global alliances.

    He said Kenyan Airways has also assisted  in developing Nairobi into a strong  hub for East Africa to distribute passengers around the continent.

    Egypt Air, he said, has developed a hub around Cairo just as South African Airways has also developed a hub  for Johannesburg to distribute passengers around the southern part of the continent. He said any country needed more than mere geographical advantage to become a hub.

    He said: “But a country needs more than the advantage of geographical location to become a hub.

    “Now, if you  take advantages into account, Nigeria ought to be a hub. But then what  really determines a hub is the quality and the capacity of the major carrier in that country.

    “It is not the population, it is not even the strategic location as it were. KLM is from Netherlands. How many people are in Netherlands? How many of the KLM passengers are going to Netherlands? But because the country has a very big carrier that has wide network, the airline has made Amsterdam a hub.”

    He said  Nigeria could become a hub if it has strong airlines that could distribute passengers from Europe, Americas, Asia and other destination outside the continent to various parts of Africa.

    “Nigeria can become a hub if it has two or three  airlines that are very strong. Even if one is not strong enough, but an airline  that can create a feeder network for passengers  to different parts of the continent.

    “Ethiopia is not strategically located  as it were, but because they have a very strong carrier, Addis Ababa has become a hub. So, it is the airline or the airlines that make a hub. For Lagos to become a hub, besides the facilities that will enable it to become a hub, like good airport, modern transportation facilities, the airline must be big enough to have network of routes and feed other airlines.”

    Despite its huge population,  Fadugba said Nigeria  lacks terminals that can accelerate seamless transit for passengers on domestic; regional and international flights.

    He said besides facilities for passengers’ transit; Nigerian carriers are not strong enough to attract global partnership to offer passengers reliable services on routes beyond point-to-point.

    Being a point -to -point carrier , Fadugba said   is no longer fashionable among global carriers.

    Speaking in an interview in Lagos, Fadugba said the Murtala Muhammed International Airport, Lagos and the Nnamdi Azikiwe International Airport, Abuja were yet to qualify as hubs for West Africa because they do not command the kind of facilities that would attract global carriers as transit terminals to connect passengers to any where in the world.

    Fadugba said global carriers are attracted to airports with modern facilities where turn around time is swift; services are reliable; airlines could refuel and enjoy economies of scale.

    He said the weak status of many Nigerian carriers with limited aircraft fleet; unreliable schedules and lack of capacity to share interline and codeshare agreements with global carriers continue to undermine the drive for hub status for its airports.

    Fadugba said airports in Accra, Cairo, Casablanca, Dakar, Addis Ababa, Nairobi and Johannesburg have developed modern infrastructure and processes to attract global legacy carriers with intimidating aircraft fleet and network; Nigerian airports needed to be reworked to accommodate attractive hub facilities.

    He said: “Nigerian airports still have a long way to go to become significant hubs in Africa ; because they have inadequate facilities that will facilitate seamless passengers’ transit.

    “Government needs to tear down and build a modern terminal at Lagos Airport with at least three runways that will facilitate seamless connectivity.

    “Government needs to urgently look at land facilities at the Abuja Airport and at least build two runways for easy connectivity.

    “Developing an airport hub is not by accident but through careful planning and strategy. To achieve this government should look at airport size, and the readiness of the airspace to accommodate the exponential traffic that it will trigger if modern facilities are put in place.

    “This is what other countries have done by empowering their airlines; modernising their fleet; securing operational agreements and partnership to position them as catalyst for economic development.”

    He  said: “And we do not have any airline to cut on, put together all the airlines we have if we tell them to come together to form one airline , they are still not large enough to contend with South African Airways, Kenya Airways or Ethiopian Airlines.

    “We cannot develop hub in our country. If you look at it globally only two major places that private airlines have developed as hub.Even though most American carriers are privately owned.Look at all the hubs built globally, they were built by national carriers. Only national carriers build hubs.

    “That is why Nigeria has not been able to build one. Because of economies of scale for airlines in terms of fuel costs, insurance and other benefits for airlines that belong to network globally.

    “These are the things we are not benefitting. Aircraft utilisation in Nigeria is low, at least six hours as opposed to 12 hours.”

    Meanwhile, remodelling of the Murtala Mohammed International Airport, Lagos, is aimed at making it the preferred West African hub that would attract more international flights, President of new aviation think tank Stakeholders Square Table, Captain Balarabe Usman (rtd.) has said.

    Usman said when work is completed at the airport, it would meet all the necessary conditions for its certification by the International Civil Aviation Organisation (ICAO) and would be designated as a regional hub because the highest number of passengers in West and Central Africa still emanate from the Lagos airport.

    According to him, with the expansion of the terminal facility, installation of new conveyor belts for quick dispensation of baggage, upgrading of the cooling system and overall rehabilitation of the infrastructure at the terminal would entirely improve and hasten facilitation and attract more airlines into the country.

    Speaking in an interview, President and Chief Executive Officer, Sabre Travel Network, Gbenga Olowo said government could create deliberate policy to support  aviation activities including airlines, airports , catering, fuel and ground handling services.

    He said: “Nigeria ought to be  a hub with its geographical location in West , Central Africa  with its large population.

    “Lagos could be a formidable hub in West Africa if it has facilities that guarantees  a  functional airport with transit facilities , provision for aircraft leasing , aircraft maintenance repair and overhaul facility , an   aerotropolis and other  supporting amenities built around  flag  carriers or a national carrier.

    “One of the steps to achieving this is ensuring  effective infrastructure management and development  as well as improved air connectivity.”