In Nigeria, crash reports take eternity to be released long after the incidents have been probed. These delays have huge implications on the overall interest of aviation in the country, WOLE SHADARE reports
Flying gets reliable
Flying in a jetliner is extraordinarily safe: There have been no fatal crashes on a U.S. scheduled airline in the past seven years, an astounding record considering that more than 30,000 flights take off everyday. How did flying get so reliable? In part, it is because previous accidents triggered crucial safety improvements via recommendations that helped in no small measure to make flying safe.
Aviation safety is improving all over the world -including Africa and very fast. For over four years now, Nigeria has maintained high safety record. This can be attributed to the race by airlines to be IOSA compliant; a situation the Nigeria Civil Aviation Authority (NCAA) has made mandatory for airlines to comply with.
The IATA Operational Safety Audit (IOSA) programme is an internationally recognised and accepted evaluation system designed to assess the operational management and control systems of an airline.
The IOSA audit creates a standard that is comparable on a worldwide basis, enabling and maximising the joint use of audit reports.
This has saved the industry over 6400 redundant audits and continues to lead to extensive cost-savings for IOSA participating airlines. All IATA members are IOSA registered and must remain registered to maintain IATA membership.
Jolted to action
The major drive to end air crashes in Nigeria was ignited by the tragic accidents of 2005 and 2006 when the country and the world became seriously concerned by avoidable accidents, which many wished should never happened.
The Sosoliso Flight 1145 in Port Harcourt on December 10, 2005 with 108 fatalities who were largely children, ADC Airlines Flight 53 in Abuja where prominent Nigerians died on October 29, 2006 with 97 fatalities out of 110 on board and the Bellview Airlines Flight 210 on October 22, 2005, where all 117 souls on board were lost at Lisa, Ogun State of Nigeria were eye opener on the poor safety record of airlines in the sector.
Former Director-General of NCAA, Dr. Harold Demuren began systematic and courageous steps to reposition the sector and made safety his mantra. In no time, the industry witnessed a sharp turnaround for the better. The NCAA ever since has followed the template set up by Demuren to make the industry safer.
These tragedies left so much pain in the hearts of Nigerians and cast Nigeria’s airspace as one of the most dangerous in Africa, as the continent has the uncomplimentary record as the most accident-prone in the world.
The desire to correct these anomalies prompted the International Air Transport Association (IATA) to pick interest in Nigeria.
The Dana Air Flight 992 crashed on June 3, 2012 with about 155 fatalities, including 153 souls on-board and two on ground that NCAA was aroused to take a critical decision of making it compulsory that Nigerian airlines must become IATA Operational Safety Audit (IOSA) certified before they would be allowed to continue to operate.
But this was not just the decision of Nigeria; it was the decision of African states that met shortly in Abuja after the Dana Air crash. Although the deadline given for the compulsory certification has not been met, IATA has guided Nigerian airlines to meet IOSA condition and improve their operational safety.
Also, NCAA has incorporated IOSA as compulsory for Nigerian airlines, which they must obtain at certain stage before they could be allowed to continue to operate. IATA is supporting every commercial Nigerian airline to go through the IOSA programme and it has shown both financial and technical commitment to ensure this objective is actualised.
Reports gather dust
Delayed reports of accidents have done so much damage to the system because the lesson that must have been learnt becomes no longer useful – especially when the airline or operator of the airplane is extinct or has ceased to operate.
One can imagine the magnitude of the usefulness of a report to an airline if it is released few weeks after the incident or accident.
Many of the reports are released years after the accidents, making it no longer totally useful to the sector or the operator like the case of the crash of Gitto Construction Company Bells Helicopter, which occurred in 2009 but had its report released just last Wednesday. More worrisome is the fact that the company has gone into extinction.
Nigeria College of Aviation Technology (NCAT) Socata TMB 850 aircraft with registration 5N-BZA crashed in Kaduna on May 21, 2013. The report was also released last week.
The one involving an aircraft belonging to International Aviation College (IAC), which occurred on August 18, 2014 was equally released last week just like the Aero Contractor’s serious incident involving a B737-500 with registration number 5N-BLE, which occurred at flight level 330 feet was released the same day.
Commissioner, Accident Investigation Bureau (AIB), Akin Olateru, attributed the agency’s inability to publish over 35 air accident investigation reports and train its staff to lack of funds.
He was particularly worried that delay in releasing the reports long after they had been investigated is not too good for the sector.
Speaking in Lagos recently in the wake of the heat generated by the recent approval of five per cent of the revenue accruing from Ticket Sales Charge (TSC) for the agency, which is yet to be adhered to, Olateru also attributed AIB’s inability to release the reports on zero training of accident investigators since 2013.
Developing human capacity
Olateru said the agency needed to develop human capacity to compete with the others hence its request to the Minister of State for Aviation, Hadi Sirika for five per cent of the revenue accruing from TSC warehoused 100 per cent by the Federal Airports Authority of Nigeria (FAAN).
The agency “only gets a meagre 3 per cent of the revenue from the 5 per cent ticket sales charge and the cargo sales charge (TSC/CSC) collected on behalf of the parastatals by the Nigerian Civil Aviation Authority (NCAA) while other agencies get more.
Former Commandant, Murtala Muhammed Airport, Lagos, Group Capt. John Ojikutu (Rtd) endorsed the position of Olateru on delayed release of accident reports.
He stated that the situation is not good for the system, reiterating that the lessons that should be learnt from crashes are lost if the reports stating recommendations are not released.
His words, “When you are writing a report, there are safety recommendations that must be sent out to the airline, country of aircraft manufacture, country of operation and others that are concerned with the totality of the airline operations. But when the reports are unnecessarily delayed, we lose the whole essence of what had been investigated.”
Like every accident investigative body, the country’s AIB had done excellently well in investigating plane crashes that had occurred many years ago, but what is very worrisome is allowing the reports of their investigations to gather dust without timely release to the public.
Threat amid runway risks
With every tragic high profile crash, the general public’s feeling about airline safety takes a punch. WOLE SHADARE writes
The recent incursion of Akure airport runway by cows that prevented Air Peace aircraft to delay landing for about 20 minutes has again brought to the fore the need to improve aviation safety through ensuring that airport runways are clear of obstruction.
A runway incursion is an incident where an unauthorized aircraft, vehicle or person is on a runway. This adversely affects runway safety, as it creates the risk that an airplane taking off or landing will collide with the object. It is defined by the International Civil Aviation Organisation (ICAO) as any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicles or persons on the protected area of a surface designated for the landing and take-off of aircraft.
While aviation has been getting safer of late, runway incursions by aircraft or vehicles remain a weak spot. After all, during each flight, the passengers literally put their lives in the hands of complete strangers.
Although general aviation accidents have been decreasing over the past few years, incursions with all dangers attached to them have been increasing at an alarming rate. It is merely a matter of time for these incursions to become tragic accidents. Last week Saturday, scores of cattle made incursion into the runway of the Akure Airport, in Ondo State, preventing an Air Peace flight, which left Lagos for Akure from landing immediately until they were dispersed by security men.
March 8, 2011, the Hawker 850 aircraft carrying the then Vice-Presidential candidate of ACN, Mr. Fola Adeola, experienced scenario of runway incursion by goats and sheep at Bauchi airport.
Sources at the airport said the incident, which has become a regular feature at the airport premises occurred around 12:00 am, causing initial disturbance to the airline and passengers, forcing the former to hover mid-air for some minutes.
“The herdsmen foraged into the runaway causing some disturbance and preventing the aircraft from landing around 11:30am. The incident lasted for about 10 minutes until Aviation Security personnel, (AvSec), arrested the situation,” a source at the airport told New Telegraph.
Rising to the occasion
The management Air Peace said that flight P4 7002 from Lagos had to delay landing into Akure Airport when the pilot-in-command sighted cows on the runway at about 12.15pm. “On being alerted by control tower, aviation security personnel of the Federal Airports Authority of Nigeria (FAAN AVSEC) quickly intervened and cleared the runway. “The flight was eventually cleared to land after about seven minutes.
Our guests on board were all calm while the delay lasted. The aircraft departed for Lagos at about 11.06 with full escort from FAAN security personnel. Confirming the incident, Air Peace Corporate Communications Manager, Mr. Chris Iwarah said: “We confirm that flight P4 7002 from Lagos had to delay landing into Akure Airport today (Saturday) when the pilot-in-command sighted cows on the runway at about 12.15pm.
“On being alerted by control tower, aviation security personnel of the Federal Airports Authority of Nigeria (FAAN AVSEC) quickly intervened and cleared the runway.
“The flight was eventually cleared to land after about seven minutes. Our guests on board were all calm while the delay lasted. The aircraft departed for Lagos at about 1.06 with full escort from FAAN security personnel.”
Last week’s incident is reminiscent of what happened in 2005 when Air France plane, with 196 people on board, ploughed into the cows as it touched down at Port Harcourt.
No-one on board was hurt, but the collision left seven cows dead and the runway was soaked with their blood. The embarrassment led to the Minister of Aviation at that time, Mallam Isa Yuguda to summon airport officials to explain the security breach.
Runway incursions are today one of the major factors affecting flight safety. In India, there are numerous cases of small accidents involving runway incursions every year, with the potential always present for a major disaster, such as the Tenerife airport collision on March 27, 1977, when two Boeing 747 passenger aircraft collided on the runway of Los Rodeos Airport (now known as Tenerife North Airport) on the Spanish island of Tenerife.
A total of 583 passengers died in that incident, making it the deadliest accident in aviation history. Even if accidents are avoided, incursions often cause costly flight delays.
Animals on the Runway
Animals on the runway are a particularly pervasive problem at many airports in India. There are numerous examples. In 2005, an aircraft taking off from Pune International Airport ran over a stray animal, which resulted in a two-hour delay for flights.
In 2008, an Air India aircraft narrowly escaped accident when it hit an Indian blue bull during landing at Kanpur Airport in Uttar Pradesh. Also in 2008, a Kingfisher Airlines aircraft hit a stray dog on the runway at the HAL Bangalore International Airport, resulting in the aircraft’s landing gear collapsing.
The aircraft skidded off the runway and its nose collapsed; four passengers were injured. Maharashtra Chief Minister Prithviraj Chavan recently ordered an Airport Environmental Committee (AEC) enquiry into the recurring mishaps – hundreds every year – caused by stray animals on the runway at Babasaheb Ambedkar International Airport in Nagpur.
Perimeter absence at most airports
The absence of perimeter fences at most of the country’s airports has always posed a challenge to FAAN because of the huge capital outlay required in constructing perimeter fences, some of which are as long as 40 kilometres, across the 22 network of airports across the country. Some of the perimeter fence projects commenced in 2014 while the remaining ones were expected to be executed in 2015.
Bushes around the runways, particularly, airports that are not busy like the Akure, Ibadan, Jigawa and many others that were built by state governments but forced down the throats of FAAN, do not give full view of the perimeter, to allow both the control tower, FAAN Fire and Rescue observation posts and aviation security patrol teams have a sweeping view of the entire perimeter of an airport from their duty posts.
Static observation posts are yet to be erected at strategic locations within the perimeter fence of many of the airports to forestall premeditated and inadvertent unauthorized access to the airside.
What will really put the fear of flying into the hearts of passengers is when they personally experience an incident on the runway. Safety first is at the core of flight crew and air traffic control alike, still runway incidents and accidents keep occurring.
Gulfstream G500 Jet launches in Nigeria
The all-new Gulfstream G500 business jet made its Nigerian debut this week, with Gulfstream Aerospace Corporation’s senior executives visiting Nigeria to give current and potential customers an opportunity to experience first-hand the new aircraft’s cutting-edge technology, unparalleled comfort and superior craftsmanship.
The Gulfstream G500 business jet was on display for private viewing at the ExecuJet Terminal of the Murtala muhammed International Airport in Lagos on February 16 and 17. At a networking event attended by senior leaders from diverse sectors of the Nigerian economy, Commercial Counsellor Brent Omdahl, according to a statement, reaffirmed the strong economic ties between the United States and Nigeria.
“The U.S. Foreign Commercial Service continues to facilitate long term business relationships between companies from the United States and Nigeria. We are excited to welcome this stellar group from the Gulfstream Aerospace Corporation to share their experience and expertise with Nigerian business executives,” Omdahl said. Private aviation is a growing industry in Nigeria, which is home to more than 20 Gulfstream business aircraft, most of them large-cabin, long-range jets capable of connecting companies and business owners with their corporate interests around the globe.
The Gulfstream G500, for example, can fly 8,149 km at nine-tenths the speed of sound, easily carrying passengers from Lagos to London or Moscow. At Mach 0.85, the aircraft can travel 9,630 km, linking Lagos with Caracas or Mumbai.
Long road to national carrier
Anxiety mixed with uncertainty could best describe the slow pace of work to establish a national airline. WOLE SHADARE writes
Can Nigeria pull this through? Many are very desirous of a national airline for Nigeria but the slow speed of actualising the dream is beginning to dampen the spirit of many who thought by now, the issue of a national carrier would have been put to rest.
Just last weekend, Minister of State for Aviation, Hadi Sirika rekindled hope that in the next couple of months, “we should be closer to having a national airline. He noted that the country was very close to getting a national airline.”
Luthansa project flops
The Lufthansa saga seriously looked as if the entire project had collapsed before it even took off, leading to insinuations in some quarters that the government was not serious about one of the key things it promised to do in 2015.
Lufthansa Consortium’s contract that was expected to mid-wife a national carrier was terminated with the government explaining that the decision was taken in the best interest of the nation.
The minister alleged that the firm changed the term of contract it had with the government by demanding that aside asking for 75 per cent of N341 million upfront payments, which he said was not in line Nigeria’s procurement law, also alleged that the firm wanted the money to be converted to Euros, which was also not acceptable to them.
His words, “What transpired at the Federal Executive Council (FEC) meeting, which I explained very clearly is that we substituted Lufthansa Consulting as part of the consortium to provide transaction advisory services for the establishment of a national carrier.
“The reason is very simple and clear. We thought that Lufthansa Consortium is an arm of Lufthansa Airline Group and this may compromise the process. They might be interested party latter in the day of this procurement and this may compromise the system. We want it to be transparent, as fair and equitable as it should be.
“They wanted about 75 per cent to be paid of the sum ab nitio and this is not in line with procurement laws. The contract was in Naira N341million but they wanted to change it Euros and this was not acceptable to us. This was neither in our request for proposal. What we did was there were many in the consortium; we substituted them with another company that is even fair, that is no appendage to any other company that might be interested. So, they are more of a neutral company to take over the place of Lufthansa “, he added.
Although, Lufthansa Consortium is yet to speak on the matter, a source close to the firm said it has a reputation that would not want to be tarnished because of the way the Federal Government went about the whole bidding process which was less than transparent.
Many, who spoke to New Telegraph, said the failure of flag carriers in Nigeria has made the government to look inwards with a view to making air transport easier for the teeming Nigerian public who have been short-changed over the years with bad services, unreliable schedule and many other customer related problems.
Many flag carriers have collapsed over the years. Many do not know where to turn to. While the lamentation continues, foreign airlines have perfectly filled the void and providing seamless air travel needs to very mobile populace.
While airline collapses have become commonplace with Aero and Arik going under during the past few years, the loss of flag carriers is a frequent phenomenon.
For sure, we ‘ve seen high profile bankruptcies; Arik and Aero immediately come to mind. But in both cases, the government worked hard to get them rescued.
Both Rwanda and Zimbabwe are good examples of why small countries need their own airlines. Big nation such as Nigeria needs it more than ever before.
With not enough space on the tarmac for a host of home-grown competition, countries need their own airlines to stimulate trade, boost tourism and in many cases, assert their sovereignty.
Conventional wisdom suggests that states have no business running airlines. Indeed, the past few decades have seen most major economies sell their flag carriers to other airline groups or list them on the local bourse-often keeping minority stakes for sentimental purposes. The results have been mixed, at best.
An aviation consultant, who spoke on condition of anonymity, said he also believes there’s a need for the governments to offer essential services to their citizens. In the case of countries with small populations or lacking strategic hubs, this also means underwriting the national airline.
Consultants might argue that this is wholly unnecessary, as other airlines will swoop down to soak up demand. But there is considerably more at stake than just ensuring every flight boasts 80 per cent load factor. On a good day, a national airline is an embassy with wings-transporting culture, cuisine, commerce and goodwill around the world.
Ethiopian Airlines is a flying example of resourcefulness and ingenuity. A flag carrier that instils a sense of pride when its tail is spotted on the runway of a far-off land; when it brings home the winning team or when it flies out of to evacuate citizens stranded in a conflict or disaster zone.
In an increasing globalised world, smart governments recognise the importance of having their flags fluttering on as many routes as possible. It is a mileage that certainly hasn’t been lost on Singapore, whose government owns the highly respected Singapore Airlines, or Dubai, home of Emirates. In both cases, these small states have made their airlines part of their national identity and growth strategy.
As governments around the world continue to tighten their belts, they also have the to remember there are some things you simply have to protect such as education, national security, banks and infrastructure are fundamental. An airline to call your own is also useful to get your citizens around the world and bring in visitors to invest and marvel at your achievements.
Metro and Crime12 hours ago
I married my sister to obey God, avoid divorce –Brother
Saturday Magazine12 hours ago
FESTUS KEYAMO: My poor parents flew like king, queen to witness my SAN award
Features12 hours ago
Doctor by day, robber at night
News14 hours ago
Police arrest mastermind of Imo bank robbery
Politics20 hours ago
APC reconciliation: You’ve my full support, Oyegun tells Tinubu
Show Biz12 hours ago
NIGERIAN MOVIE STARS WHO APPEAR RICH BUT AREN’T
News13 hours ago
Ozubulu massacre: My life under threat from faceless people –Witness
News13 hours ago
Ogun 2019: Isiaka, Paseda plot alliance, back Obasanjo’s coalition