Domestic Carriers VS Aviation Agencies/Unions: Friends or Foes?

Airlines in Nigeria have often been taunted as having a history of short lifespan with some analyst often predicting the lifespan of a Nigerian airline as soon it is launched. In fact, some people do not hide their disbelief when they see a few airlines exceed the predicted lifespan.

A keen observer of happenings within the aviation sector in Nigeria must be accustomed to the fanfare and contagious optimism that usually heralds the birth of a new airline but the reason why this enthusiasm fizzles out quickly remain a lesson only experience can truly teach anybody who ventures into the business.

A look at the history of the life and times of Nigeria’s domestic carriers will make even one who boasts of world class business acumen have a thorough- thinking -class before venturing into the world of commercial aviation in Nigeria.  

As captured by Wikipedia, ADC Airlines commenced operations in 1984 and closed shop in 2006, Afrijet operated from 1998 to 2009, Albarka Air from 1999 to 2005. Virgin Nigeria which rebranded as Nigerian Eagle and later Air Nigeria operated from 2001 to 2012.

Similarly,Bellview was in service from 1992 to 2010, Capital Airlines from 2003 to 2010, Chrome Air Service from 1999 to 2006, EAS Airlines which later rebranded as NICON Airways operated from 1993 to 2006, Fresh Air from 1999 to 2006, Okada Air from 1982 to 2002, Sosoliso from 1994 to 2006, Spaceworld International Airlines from 2002 to 2006 and the list goes on.

What do we say about Discovery Air that commenced flight operations with so much hope and aspirations but went off the radar so soon? Now Aero Contractors which used to be the pride of Nigeria’s domestic aviation is struggling for survival.

One does not need any soothsayer to tell us that there must be something fundamentally wrong with the aviation setup in Nigeria. It is important to remind AMCON that it owes posterity a duty to ensure that Aero recovers fully.

However, it is baffling  that in the despite the turbulence that threatens the survival of Nigeria’s domestic Carriers ,Aviation Agencies and their workforce who should be visibly worried  display an  attitude that seem to suggest that they do not need domestic airlines to remain functional.

 If not, why would members of Aviation Union to threaten the operations of airlines at the airport and even brag about their ability to shut down the operations of alleged debtor airlines permanently?

In fact Leadership newspapers of September 23,2015 quoted the President of Air Transport Services Senior Staff Association of Nigeria Comrade Benjamin Okewu as saying that “A bleak future await all debtor airlines as it will never be business as usual. I believe aviation Stakeholders still remember how we sent one concessionaire at this airport packing from the airport and the same will be extended to debtor airlines and concessionaires”

The reality is :who will pay the debts if you kill your debtor?

Often times when members of these aviation unions go on rampage disrupting airlines operations at the airports, the agencies come out later to deny knowledge of their activities.

For instance, in September 21, 2015, individual parading as members of the Air Transport Senior Staff Association (ATSSAN) and National Union of Air Transport Employees (NUATE) grounded flight operations at domestic wing of the Murtala Muhammed Airport Lagos over a debt of 100 billion naira purportedly owed aviation agencies by domestic airlines. This happened after a similar occurrence at the Nnamdi Azikiwe Airport, Abuja. What remains a surprise is that affected airlines are not even pressing charges for losses incurred as a result of these disruptions.

This attitude of not showing interest in the survival of domestic airlines leaves one thinking that maybe the aviation agencies are only interested in milking indigenous carriers dry.

In as much as it is honourable for individuals as well as organisations to honour their financial obligations to agencies of government, these agencies also have responsibilities to fulfill. It will be interesting for various aviation agencies to bring to the public domain the total amount of income generated so far from both the living and the dead airlines to see whether it is commensurate  with level of development in the sector.

Can one really say that aviation agencies are living up to their responsibilities towards domestic airlines? Why would the issue of stowaways be a regular occurrence at our airports when there is an agency statutorily responsible for maintaining and securing airport facilities? We constantly read disturbing reports about criminals gaining access into aircraft packed at the tarmac thereby jeopardising the safety of airlines and passengers.

Some analysts are of the view that airlines should provide a back up security for their aircraft. While it is a good idea, it also means that airlines are incurring double cost by providing for themselves services they have paid an aviation agency to deliver.

Another recurring issue at the airport is aircraft ground collision. One still wonders why this has become regular at our airports in recent times when there are air-marshals whose sole duty is to properly guide aircraft on ground to forestall such incidence. Even if these collisions occurred as a result of faded apron mapping like some analyst argue, the question is has the agency saddled with that responsibility of maintaining the tarmac been scrapped?

What do we say about air crashes where there have been allegations that the aircraft involved were not fit to fly. The question is: who cleared the aircraft to fly?

It is surprising yet disturbing that when incidents and accidents occur, fruitless investigations are launched, the agencies return to their business as usual while the airlines look for ways to stay afloat or go extinct.

The truth is that for Nigerian Aviation to make progress, the Aviation Agencies must be overhauled and regulations must be put in place to make them not just revenue collectors but true stakeholders who share not only profit but losses incurred in the course of running the airline business in Nigeria. That way, each agency will be made accountable to its oversight responsibilities.

 For instance, if the Federal Airports Authority of Nigeria (FAAN) knows that it will bear part of the cost of fixing any aircraft damaged due to negligence by her staff, it will change the way things are done for good. In the same vein, aircraft inspectors at NCAA will be more vigilant and thorough in carrying out their duties knowing that something is as stake.

Until the aviation agencies are restructured to become stakeholders indeed, domestic carriers will continue to face a bleak future as what we have today are aviation agencies and workers  whose attitude and body language suggest that whether domestic airlines survive or not “the show must go on”. Let the truth be told, it is very dangerous and extremely risky to do business with someone who has nothing to lose.

The Aviation Industry in Nigeria is in dire need of genuine stakeholders.

Stakeholders whose survival depends on the survival of domestic carriers, stakeholders who are

both partners and participants in moving Nigeria aviation from where it is to where it ought to be.

By: Chigozie Okereke