The arrow head of our internationally acceptable level of aviation safety is Dr Demuren, using his professional competence and international clout. The federal government, staff and head of all agencies in the industry have also supported the process, not to forget the airlines, unions, the media and the different security bodies.
We should not be complacent, because we have to avoid losing this certification by sustaining and improving our ability to respond to significant increase in activity as well as improvement in technology, while also addressing noticeable gaps in other ICAO annexes outside Annex 1, 6&8.
Serious incidents and accidents are issues for the AIB and they should take the lead role not the NCAA, it’s very important to enhance safety by avoiding cross functionalism. The handling of the last Aero "smoke in the cockpit" incident, by the two bodies brought to fore the need for effective coordination. The AIB should take a cue from the NTSB.
The NTSB has been very firm in its responsibility and recently issued rules mandating airlines to provide it with timely reports about midair near-collisions information that in the past usually went directly to regulators.
Finally, the NCAA should endevour to make its Airworthiness directives and safety related fines open and assessable to the public, just like some other regulators have done, considering its has a mandate to coordinate and take a leading role in sub region. It also aids in informing and educating the public and stakeholders
Wednesday, January 26, 2011
AVIATION 2010: FULL OF PROMISES POOR IN DELIVERY
The year started with the reverberating backlash of the failed underwear bomber, whereby Nigeria was placed on the Terror Watch List, we reacted using home grown- Initial Gra Gra (IGG) threatening to break diplomatic relations and impose trade sanctions on the US, which obviously failed, we later opted for the sensible and appropriate diplomatic maneuvers and inter agency cooperation. Thereafter we succumbed to having Air Marshals on board US bound flights, agreeing to pass an Anti terror bill which is presently gathering dust in the legislative chambers, intelligence sharing with international security agencies and also, purchasing scanning machines for our international gateways, that stayed idle for over six months in our airports.
The ministry later presented the clustering concession programme to act as an alternative to the messy PPP inherited from the Obasanjo administration, we were waiting for the implementation and applauding Mr. Omotoba and the committee headed by Capt Dele Ore for the novel idea in our landscape, when the scandalous Abuja runway project broke-out. It eventually swept that administration from office
It was also later revealed by the House Committee on Aviation that the same minister granted Lufthansa Airlines waiver from paying royalties for extra frequencies, in exchange for facilitating a national hanger which is still-born and the ridiculous hub development of Abuja for a nonexistent national or flag carrier. Quite intelligently, the Lufthansa team quickly signed the agreement, starting with the extra frequency that was used to quickly storm the Irish market with promo fares to Abuja and other entry points, considering the lack of direct flights between Ireland and Nigeria, despite the huge potentials.
Also during the year and for the first time, in a very long period, the reshuffling at the ministry, which usually brings a new minister, did not come with the accompanying restructuring at the agencies, despite the jitters, lobbying and ambush that usually characterize such appointments. Unsurprisingly, the new minister followed the trend of commissioning partially completed, sponsored or debt financed projects with so much fanfare usually supported and financed by the agency heads.
The government was able to improve navigation through the Total Rader Coverage programme with the acronym TRACON. Also they improved weather reporting& prediction process by providing necessary equipment while aiding the Accident Investigation Bureau (AIB) with an investigative laboratory. They were also able to transfer ownership seamlessly after a protracted privatization process to the new owners Sky power Handling Company.
The airlines were unable to get out of the financial tail spin, even with the bailout offered by government through the Central Bank of Nigeria. The stringent condition of refinancing debts using fixed assets has made the fund inaccessible to the carriers while giving the banks a second layer of protection. The CBN, need to talk to their counterpart in India who has replicated the same process without any complaints from the airlines. The problem of the operators was further compounded by the disorganized cartel called Airline Operators of Nigeria (AON) that body is completely marooned and need to anchor at the nearest port.
On the Aero-diplomacy front, the DG NCAA, Dr Harold Demuren was nominated unanimously, as the first African to chair the ICAO assembly. On the other side, our own Nick Fadugba resigned as the secretary of African Airline Association (AFRAA) barely three months in office, we were unable to replace him with a Nigerian, due to the poor membership of Nigerian airlines in that body. The airlines disappointingly did not attend African Airline Association (AFRAA) assembly, the Airport Council International (ACI) conference hosted by Nigeria neither were they present at the World Travel Market (WTM).
The comatose Sky power Catering was overran by a detachment of armed air-force personnel, just as they have done with other landed properties of FAAN spread across the country. I sincerely hope it can be reversed to aid the PPP arrangement of the present government.
The Air Transport Services Senior Staff Association of Nigeria (ATSSSAN) did not disappoint as they were able to confront the ministry, erring airlines, the air force and controversial concessionaires, in coordination with other like minds.
The year ended with the airport remodeling tool being used fervently by the government to assuage the discomfort suffered by the traveling public and its concomitants inefficiency and insecurity.
The foreign carriers who have benefited immensely from the anemic state of Nigerian carriers and have been able to get extra frequencies by offering, frequent flyers, exotic visit to their head office and country, GSA partnership e.t.c, to our officials, had to send a delegation to the minister complaining about the state of our airports, as expected the word remodeling was once again flagged by the minister while also hammering on capital flight-a self inflicted policy.
The Ethiopians, who have never claimed to be the giant of Africa, but are real giants in aviation, with a vibrant national carrier, has invested in a Togolese based carrier, to gain access to the West Coast market while at the same time nurturing our only IATA certified carrier ‘Air Nigeria’, the Ethiopian Airport Enterprise, recently announced $27.8 million remodeling of the Addis-Ababa international airport without necessarily parroting remodeling for close to a year.
We will not also forget the stowaway who lost his life while, trying to get to South Africa via the wheel well of an Arik aircraft and the embarrassing disappearance of DDC machines, right on the airside of the country’s premier international gateway. Some juveniles are being hurled to the magistrate or is it juvenile court, to show the world how effective the investigative agencies are, the government should also hurl itself before the court of the Universal Safety Oversight Programme of ICAO to know its level of compliance and ask itself why the airports are neither certified nor insured.
The incident is another wake up call to the industry, users and the government in particular that, category 1 certification alone without compliance with other ICAO annexes is tantamount to parting of the Red Sea. We should go further by crossing the red sea and get to the Promised Land.
The government need to keep the critical public travel expenditure with our carriers by passing ‘The Fly Nigeria Act’, while also encouraging a regulated consolidation to separate the boys from the men, if in doubt, they should ask the Indonesians or the Chinese what they have done, for the airports, Mrs. Re-model should follow the footsteps of the Ethiopians by acting rather than talking.
The ministry later presented the clustering concession programme to act as an alternative to the messy PPP inherited from the Obasanjo administration, we were waiting for the implementation and applauding Mr. Omotoba and the committee headed by Capt Dele Ore for the novel idea in our landscape, when the scandalous Abuja runway project broke-out. It eventually swept that administration from office
It was also later revealed by the House Committee on Aviation that the same minister granted Lufthansa Airlines waiver from paying royalties for extra frequencies, in exchange for facilitating a national hanger which is still-born and the ridiculous hub development of Abuja for a nonexistent national or flag carrier. Quite intelligently, the Lufthansa team quickly signed the agreement, starting with the extra frequency that was used to quickly storm the Irish market with promo fares to Abuja and other entry points, considering the lack of direct flights between Ireland and Nigeria, despite the huge potentials.
Also during the year and for the first time, in a very long period, the reshuffling at the ministry, which usually brings a new minister, did not come with the accompanying restructuring at the agencies, despite the jitters, lobbying and ambush that usually characterize such appointments. Unsurprisingly, the new minister followed the trend of commissioning partially completed, sponsored or debt financed projects with so much fanfare usually supported and financed by the agency heads.
The government was able to improve navigation through the Total Rader Coverage programme with the acronym TRACON. Also they improved weather reporting& prediction process by providing necessary equipment while aiding the Accident Investigation Bureau (AIB) with an investigative laboratory. They were also able to transfer ownership seamlessly after a protracted privatization process to the new owners Sky power Handling Company.
The airlines were unable to get out of the financial tail spin, even with the bailout offered by government through the Central Bank of Nigeria. The stringent condition of refinancing debts using fixed assets has made the fund inaccessible to the carriers while giving the banks a second layer of protection. The CBN, need to talk to their counterpart in India who has replicated the same process without any complaints from the airlines. The problem of the operators was further compounded by the disorganized cartel called Airline Operators of Nigeria (AON) that body is completely marooned and need to anchor at the nearest port.
On the Aero-diplomacy front, the DG NCAA, Dr Harold Demuren was nominated unanimously, as the first African to chair the ICAO assembly. On the other side, our own Nick Fadugba resigned as the secretary of African Airline Association (AFRAA) barely three months in office, we were unable to replace him with a Nigerian, due to the poor membership of Nigerian airlines in that body. The airlines disappointingly did not attend African Airline Association (AFRAA) assembly, the Airport Council International (ACI) conference hosted by Nigeria neither were they present at the World Travel Market (WTM).
The comatose Sky power Catering was overran by a detachment of armed air-force personnel, just as they have done with other landed properties of FAAN spread across the country. I sincerely hope it can be reversed to aid the PPP arrangement of the present government.
The Air Transport Services Senior Staff Association of Nigeria (ATSSSAN) did not disappoint as they were able to confront the ministry, erring airlines, the air force and controversial concessionaires, in coordination with other like minds.
The year ended with the airport remodeling tool being used fervently by the government to assuage the discomfort suffered by the traveling public and its concomitants inefficiency and insecurity.
The foreign carriers who have benefited immensely from the anemic state of Nigerian carriers and have been able to get extra frequencies by offering, frequent flyers, exotic visit to their head office and country, GSA partnership e.t.c, to our officials, had to send a delegation to the minister complaining about the state of our airports, as expected the word remodeling was once again flagged by the minister while also hammering on capital flight-a self inflicted policy.
The Ethiopians, who have never claimed to be the giant of Africa, but are real giants in aviation, with a vibrant national carrier, has invested in a Togolese based carrier, to gain access to the West Coast market while at the same time nurturing our only IATA certified carrier ‘Air Nigeria’, the Ethiopian Airport Enterprise, recently announced $27.8 million remodeling of the Addis-Ababa international airport without necessarily parroting remodeling for close to a year.
We will not also forget the stowaway who lost his life while, trying to get to South Africa via the wheel well of an Arik aircraft and the embarrassing disappearance of DDC machines, right on the airside of the country’s premier international gateway. Some juveniles are being hurled to the magistrate or is it juvenile court, to show the world how effective the investigative agencies are, the government should also hurl itself before the court of the Universal Safety Oversight Programme of ICAO to know its level of compliance and ask itself why the airports are neither certified nor insured.
The incident is another wake up call to the industry, users and the government in particular that, category 1 certification alone without compliance with other ICAO annexes is tantamount to parting of the Red Sea. We should go further by crossing the red sea and get to the Promised Land.
The government need to keep the critical public travel expenditure with our carriers by passing ‘The Fly Nigeria Act’, while also encouraging a regulated consolidation to separate the boys from the men, if in doubt, they should ask the Indonesians or the Chinese what they have done, for the airports, Mrs. Re-model should follow the footsteps of the Ethiopians by acting rather than talking.
IMPERATIVES FOR AIR SAFETY- THE NIGERIAN FACTOR
Being a presentation by Olu Ohunayo
Head Research and Corporate Travel
Zenith Travel &Tours
At the Federal Ministry of Aviation Nov 29th, 2010
What is safety?
“it is a state in which the possibility of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and safety risk management.”
Concept of Safety in Air Transportation
Regulatory compliance
Zero accidents or serious incidents
Freedom from hazards i.e. threats to safety
Error avoidance
Attitudes of employees of aviation
The Era’s of Safety
1st Era - safety improved as new technology and standard solves problem of previous equipment while isolated reactive improvement made in procedure and training which is usually after an accident or incident.
2nd Era – this is usually termed the management system era, where organizations are more proactive and focused. They monitor service experience, making improvement while assessing management risk.
3rd Era – here attention is paid to an organisation’s safety culture which nourishes the SMS in place. The SMS concept is an extension of the applicable management system.
We can safely draw the following conclusions from the three eras:
The relationship between technology and management system is straightforward.
The relationship between management and culture is interwoven.
That technology, management systems and culture are independent philosophies.
Organisations must seek continuous improvement in each era to maintain high safety standard.
Safety Management Systems (SMS)
Is a businesslike approach to safety? It is a systematic, explicit and comprehensive process for managing safety risks. As with all management systems, a safety management system provides for goal setting, planning, and measuring performance. A safety management system is woven into the fabric of an organization. It becomes part of the culture, the way people do their jobs (wikipedia).
SMS is intended to support a move away from prescriptive regulations (which specify criteria that must be adhered to) toward performance-based regulations which describe objectives and allow each regulated entity to develop its own system for achieving the objectives. In other words, industry must develop its own policies and systems to reduce risk, which should include implementing systems for reporting and correcting shortcomings. The regulator then changes its emphasis from verifying adherence to the criteria to examining the organizational systems and their effectiveness.
SMS
The most recent innovation with human factors approach in aviation safety is the introduction of Safety Management Systems (SMS).
SMS is the focus on people rather than products or processes.
Not a one size fit all, requires some flexibility.
It is another layer in the safety process and not a replacement.
Integrates human factors considerations across the whole organisation - Airline, AMO, ANSP, ETC.
Defines sound system practices and procedures.
Must not be induced by regulations alone, organizations should strive to make it a culture.
Safety culture is simply the way we do things = the Nigerian factor
To have a safe culture we need management and leadership to compliment all other factors.
Management and leadership have different functions.
Management copes with complexity while leadership is about coping with change.
Management place emphasis on analysis and control of resources.
Leadership place emphasis on people with the objective of influencing the behavioral pattern.
Management controls the SMS while leadership drives safety culture.
The Nigerian Civil Aviation Authority (NCAA)
Presently drives our safety culture in conjunction with other organizations.
Using the informed and reporting process as a pivot.
Collect, analyse relevant data and disseminate safety information promptly.
By encouraging non punitive reporting process to enhance safety.
By encouraging the principle of just culture; where errors will not be punished if unintentional.
By encouraging Airlines, Service providers and other organisations to do same.
Recently attained the necessary Category 1 status for Nigeria, which confirms our compliance with Annex 1, 6, 8.
CAT 1
It covers eight critical elements of safety oversight system
- Primary aviation legislation,
- Specific operating regulations,
- Civil aviation system and safety oversight functions,
-qualifications and training of technical personnel,
- Procedures and technical guidance,
- Licensing and certification obligations,
- Surveillance obligations, and
- Resolution of safety concerns.
CHALLENGES BEFORE US
We must strive to sustain and retain the CAT 1 status.
We should work towards the ICAO universal safety oversight audit programme (USOAP) which is on going and covers all other safety related annexes.
Co-ordination and co-operation among the agencies within the industry should be enhanced.
Airlines should endeavour to pay for services provided promptly while also remitting taxes owed and collected on behalf of the agencies.
Need to quickly fix the airports with models to rebuild, remodel and maintain them without recourse to public funds.
We must address the sophisticated touting problem prevalent at our airports.
Organizations should encourage and open communication with their respective unions and staff.
Economic audit of our carriers should be improved upon to stop the rot.
Ownership of our carriers should be open to all Nigerians to attract necessary public support.
Addendum
The Fly America Act is applicable to all travel funded by United States federal government funds and requires the use of "U.S. flag" airlines (not to be confused with flag carriers) with a few exceptions. These individuals include U.S. federal government employees, their dependents, consultants, contractors, grantees, and others. It is also applicable to all US government contracts issued to US and non US companies
Nigerian Maritime Admin&Safety Agency (NIMASA)
Section 36 of NIMASA ACT
Gives exclusive right to Nigerian owned shipping companies to lift cargo belonging to the federal, state and local government. It also includes publicly funded agencies.
We need a Fly Nigeria Act
Keep that publicly funded market with our carriers.
To strengthen our carriers financially.
To attract foreign investors and partners to our carriers.
To generate employment for Nigerians.
To reduce capital flight.
Thank you for Listening
Head Research and Corporate Travel
Zenith Travel &Tours
At the Federal Ministry of Aviation Nov 29th, 2010
What is safety?
“it is a state in which the possibility of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and safety risk management.”
Concept of Safety in Air Transportation
Regulatory compliance
Zero accidents or serious incidents
Freedom from hazards i.e. threats to safety
Error avoidance
Attitudes of employees of aviation
The Era’s of Safety
1st Era - safety improved as new technology and standard solves problem of previous equipment while isolated reactive improvement made in procedure and training which is usually after an accident or incident.
2nd Era – this is usually termed the management system era, where organizations are more proactive and focused. They monitor service experience, making improvement while assessing management risk.
3rd Era – here attention is paid to an organisation’s safety culture which nourishes the SMS in place. The SMS concept is an extension of the applicable management system.
We can safely draw the following conclusions from the three eras:
The relationship between technology and management system is straightforward.
The relationship between management and culture is interwoven.
That technology, management systems and culture are independent philosophies.
Organisations must seek continuous improvement in each era to maintain high safety standard.
Safety Management Systems (SMS)
Is a businesslike approach to safety? It is a systematic, explicit and comprehensive process for managing safety risks. As with all management systems, a safety management system provides for goal setting, planning, and measuring performance. A safety management system is woven into the fabric of an organization. It becomes part of the culture, the way people do their jobs (wikipedia).
SMS is intended to support a move away from prescriptive regulations (which specify criteria that must be adhered to) toward performance-based regulations which describe objectives and allow each regulated entity to develop its own system for achieving the objectives. In other words, industry must develop its own policies and systems to reduce risk, which should include implementing systems for reporting and correcting shortcomings. The regulator then changes its emphasis from verifying adherence to the criteria to examining the organizational systems and their effectiveness.
SMS
The most recent innovation with human factors approach in aviation safety is the introduction of Safety Management Systems (SMS).
SMS is the focus on people rather than products or processes.
Not a one size fit all, requires some flexibility.
It is another layer in the safety process and not a replacement.
Integrates human factors considerations across the whole organisation - Airline, AMO, ANSP, ETC.
Defines sound system practices and procedures.
Must not be induced by regulations alone, organizations should strive to make it a culture.
Safety culture is simply the way we do things = the Nigerian factor
To have a safe culture we need management and leadership to compliment all other factors.
Management and leadership have different functions.
Management copes with complexity while leadership is about coping with change.
Management place emphasis on analysis and control of resources.
Leadership place emphasis on people with the objective of influencing the behavioral pattern.
Management controls the SMS while leadership drives safety culture.
The Nigerian Civil Aviation Authority (NCAA)
Presently drives our safety culture in conjunction with other organizations.
Using the informed and reporting process as a pivot.
Collect, analyse relevant data and disseminate safety information promptly.
By encouraging non punitive reporting process to enhance safety.
By encouraging the principle of just culture; where errors will not be punished if unintentional.
By encouraging Airlines, Service providers and other organisations to do same.
Recently attained the necessary Category 1 status for Nigeria, which confirms our compliance with Annex 1, 6, 8.
CAT 1
It covers eight critical elements of safety oversight system
- Primary aviation legislation,
- Specific operating regulations,
- Civil aviation system and safety oversight functions,
-qualifications and training of technical personnel,
- Procedures and technical guidance,
- Licensing and certification obligations,
- Surveillance obligations, and
- Resolution of safety concerns.
CHALLENGES BEFORE US
We must strive to sustain and retain the CAT 1 status.
We should work towards the ICAO universal safety oversight audit programme (USOAP) which is on going and covers all other safety related annexes.
Co-ordination and co-operation among the agencies within the industry should be enhanced.
Airlines should endeavour to pay for services provided promptly while also remitting taxes owed and collected on behalf of the agencies.
Need to quickly fix the airports with models to rebuild, remodel and maintain them without recourse to public funds.
We must address the sophisticated touting problem prevalent at our airports.
Organizations should encourage and open communication with their respective unions and staff.
Economic audit of our carriers should be improved upon to stop the rot.
Ownership of our carriers should be open to all Nigerians to attract necessary public support.
Addendum
The Fly America Act is applicable to all travel funded by United States federal government funds and requires the use of "U.S. flag" airlines (not to be confused with flag carriers) with a few exceptions. These individuals include U.S. federal government employees, their dependents, consultants, contractors, grantees, and others. It is also applicable to all US government contracts issued to US and non US companies
Nigerian Maritime Admin&Safety Agency (NIMASA)
Section 36 of NIMASA ACT
Gives exclusive right to Nigerian owned shipping companies to lift cargo belonging to the federal, state and local government. It also includes publicly funded agencies.
We need a Fly Nigeria Act
Keep that publicly funded market with our carriers.
To strengthen our carriers financially.
To attract foreign investors and partners to our carriers.
To generate employment for Nigerians.
To reduce capital flight.
Thank you for Listening
The Role of Security in Foreign Investment & the Economy as a Whole
Presented By Mr. Olumide Ohunayo
At the Zonal Security Seminar with the Theme-
“Security Awareness Creation – The Way Forward”
15th – 17th December, 2010 @ the Confluence Beach Hotel,
Lokoja – Kogi State
Obligation of a State
The primary obligation of a state has always been and will continue to be the provision of security. The quest for security has always been an issue of concern in human existence. The Federal Republic of Nigeria is no exception as our constitution as stated this loudly; Section 14 Subsection 2 (b) of the 1999, constitution, states that “the security and welfare of the people shall be the primary purpose and responsibility of the government.”
To Attract Foreign Investments
The State need to have sound economic and fiscal policies in place, coupled with infrastructural development, in a safe and secured environment.
The state must protect people from physical or psychological violence, whether from individuals, state or external state.
The state must protect people from short & long term ravages of nature, man made threats in nature and the deterioration of the natural environment.
The state must have a national security programme which basically maintains the cohesion of a nation –state through the use of economic, military and political power mingled with diplomacy.
Measures Taken by Nation-States to Ensure National Security:
Using intelligence services to detect, defeat or avoid threats and espionage
Protect classified information
Protect the nation from internal threats
Maintaining an effective armed forces
Implementing civil defence and emergency preparedness
Using diplomacy to rally allies and isolate threats
Marshaling economic power to facilitate or compel cooperation
Legislating in tandem with international community (Anti –terror bill)
National Security (Nigeria’s Position or Wish?)
Our national defence policy; sees national security as an all encompassing condition in which citizens can live in freedom, peace and safety, participate fully in the protection of fundamental rights, have access to resources, necessities of life and inhabit an environment that is conducive to their health and well being.
A grand strategy – is the aggregate of the security interests of all individuals, communities, ethnic groups, political entities and the prosperity of individuals and institutions within Nigeria and what belongs to Nigeria and Nigerians abroad.
Structures Put in Place by Government to Enhance Security
Nigeria Police
The Armed forces
Nigeria Intelligence Agency
State Security Services
Nigeria Immigration Service
Nigeria Custom Service
Nigeria Prison Services
Nigeria Civil Defence Corps
Federal Road Safety Corps
National Drug Law Enforcement Agency
Economic & Financial Crime Commission
Independent Corrupt Practices & Other Related Offences Commission
The Judiciary
The Legislature
Vibrant & Proactive Foreign Policy
The Media
The Executive
(Other agencies NAFDAC, NCAA and NCC)
How to Overcome the Challenges
Government should consider joint security programme with all tiers of government
Promote a culture of religious and ethnic tolerance
Improve cooperation and coordination between the different agencies and their foreign counterpart
Effective poverty eradication programme
Unrelenting war against corruption at all levels
Promotion of bilateral and multi-lateral cooperation through diplomacy
Adequate and alternate funding of the relevant agencies
Proactive and preventive intelligence gathering
Good governance supported by transparent elections and succession
Provision of energy, power supply with efficient road network backed by alternate modes.
Conclusion
Foreign investment is the tonic needed to drive a country’s economy, in driving that economy you are inadvertently eliminating poverty, unemployment and corruption. These axis of evil, breeds insecurity, unrest and generally makes a country unsafe. Therefore we must ensure we keep our country safe and security conscious always.
Thank You for Your Attention
At the Zonal Security Seminar with the Theme-
“Security Awareness Creation – The Way Forward”
15th – 17th December, 2010 @ the Confluence Beach Hotel,
Lokoja – Kogi State
Obligation of a State
The primary obligation of a state has always been and will continue to be the provision of security. The quest for security has always been an issue of concern in human existence. The Federal Republic of Nigeria is no exception as our constitution as stated this loudly; Section 14 Subsection 2 (b) of the 1999, constitution, states that “the security and welfare of the people shall be the primary purpose and responsibility of the government.”
To Attract Foreign Investments
The State need to have sound economic and fiscal policies in place, coupled with infrastructural development, in a safe and secured environment.
The state must protect people from physical or psychological violence, whether from individuals, state or external state.
The state must protect people from short & long term ravages of nature, man made threats in nature and the deterioration of the natural environment.
The state must have a national security programme which basically maintains the cohesion of a nation –state through the use of economic, military and political power mingled with diplomacy.
Measures Taken by Nation-States to Ensure National Security:
Using intelligence services to detect, defeat or avoid threats and espionage
Protect classified information
Protect the nation from internal threats
Maintaining an effective armed forces
Implementing civil defence and emergency preparedness
Using diplomacy to rally allies and isolate threats
Marshaling economic power to facilitate or compel cooperation
Legislating in tandem with international community (Anti –terror bill)
National Security (Nigeria’s Position or Wish?)
Our national defence policy; sees national security as an all encompassing condition in which citizens can live in freedom, peace and safety, participate fully in the protection of fundamental rights, have access to resources, necessities of life and inhabit an environment that is conducive to their health and well being.
A grand strategy – is the aggregate of the security interests of all individuals, communities, ethnic groups, political entities and the prosperity of individuals and institutions within Nigeria and what belongs to Nigeria and Nigerians abroad.
Structures Put in Place by Government to Enhance Security
Nigeria Police
The Armed forces
Nigeria Intelligence Agency
State Security Services
Nigeria Immigration Service
Nigeria Custom Service
Nigeria Prison Services
Nigeria Civil Defence Corps
Federal Road Safety Corps
National Drug Law Enforcement Agency
Economic & Financial Crime Commission
Independent Corrupt Practices & Other Related Offences Commission
The Judiciary
The Legislature
Vibrant & Proactive Foreign Policy
The Media
The Executive
(Other agencies NAFDAC, NCAA and NCC)
How to Overcome the Challenges
Government should consider joint security programme with all tiers of government
Promote a culture of religious and ethnic tolerance
Improve cooperation and coordination between the different agencies and their foreign counterpart
Effective poverty eradication programme
Unrelenting war against corruption at all levels
Promotion of bilateral and multi-lateral cooperation through diplomacy
Adequate and alternate funding of the relevant agencies
Proactive and preventive intelligence gathering
Good governance supported by transparent elections and succession
Provision of energy, power supply with efficient road network backed by alternate modes.
Conclusion
Foreign investment is the tonic needed to drive a country’s economy, in driving that economy you are inadvertently eliminating poverty, unemployment and corruption. These axis of evil, breeds insecurity, unrest and generally makes a country unsafe. Therefore we must ensure we keep our country safe and security conscious always.
Thank You for Your Attention
Tuesday, January 25, 2011
CONVEYOR BELT PROBLEM
The conveyor belt is an essential equipment in the facilitation
process; also it improves safety and security of the passenger baggage
and the airport itself.
Sadly, down here it is trapped in the airport remodeling debacle that
has been heard many times but not seen rather, we politically added to
the burden by increasing the number of international gateways without
a clear cut programme of maintaining and improving the existing ones.
The two handling companies should work out an urgent PPP arrangement
with FAAN to improve this critical facilitation equipment rather than
wait endlessly for the un-ending remodeling toga.
process; also it improves safety and security of the passenger baggage
and the airport itself.
Sadly, down here it is trapped in the airport remodeling debacle that
has been heard many times but not seen rather, we politically added to
the burden by increasing the number of international gateways without
a clear cut programme of maintaining and improving the existing ones.
The two handling companies should work out an urgent PPP arrangement
with FAAN to improve this critical facilitation equipment rather than
wait endlessly for the un-ending remodeling toga.
STOLEN DDC MACHINE
It’s so sad to that aviation security will be associated to the group of Nigerians working to scuttle elections in the country next year. Stealing and pilfering of baggage and goods, at our airports is an age long thing that we have not been able to resolve, despite our heightened security at the airports and cargo areas.
The quantity of machines missing shows some level of connivance with some unscrupulous aviation staff, which is detrimental to aerodrome safety, since some equipment were used to ferry these machines over the fence. Those equipment and personnel would obviously have circumvented the airside rules and can contribute to future runway debris, which is dangerous for aircraft tires.
It is another wake up call for the airport authorities in Nigeria and other countries with similar problems, on need to improve security in & round the airports, profiling of staff, and increase usage of security cameras. Also unused airport lands should not be fallow; we should start thinking outside the box while waiting for the governments’ policy thrust which is presently confusing.
It’s also appalling to hear the handling agents throw banters at each other, when they should be working together to resolve glaring security lapses in the cargo areas.
We should really wake up and leave the joyous cocoon of our achievement in complying with the requirements of Annex 1, 6, 8 and seriously work towards improving our lapses in other ICAO annexes which will make us comply fully with Universal Safety Oversight Audit programme.
The quantity of machines missing shows some level of connivance with some unscrupulous aviation staff, which is detrimental to aerodrome safety, since some equipment were used to ferry these machines over the fence. Those equipment and personnel would obviously have circumvented the airside rules and can contribute to future runway debris, which is dangerous for aircraft tires.
It is another wake up call for the airport authorities in Nigeria and other countries with similar problems, on need to improve security in & round the airports, profiling of staff, and increase usage of security cameras. Also unused airport lands should not be fallow; we should start thinking outside the box while waiting for the governments’ policy thrust which is presently confusing.
It’s also appalling to hear the handling agents throw banters at each other, when they should be working together to resolve glaring security lapses in the cargo areas.
We should really wake up and leave the joyous cocoon of our achievement in complying with the requirements of Annex 1, 6, 8 and seriously work towards improving our lapses in other ICAO annexes which will make us comply fully with Universal Safety Oversight Audit programme.
EXPECTATIONS FOR 2011
Hopefully, the government should urgently start the remodeling of the
airports ,considering, we used the whole of last year to plan and
adopt the remodeling option after nullifying the clustering concession
programme adopted by Mr. Omotoba’s team.
The airports should be taken in totality, I am very uncomfortable with
the first and second phase programme as enunciated by the government,
they should realise they can’t do it alone. Therefore a form of
partnership must involve other tiers of government and the private
sector which must be open, fair and transparent.
Our carriers should expand ownership to be rightly regarded as flag
carriers. If Mr. Branson can dilute then our carriers can do same. It
will aid the clamour for a fly Nigeria act and other publicly
supported initiatives, which will unlock the shackles in our aviation
policy which has given the foreign airlines unfettered access to the
Nigerian gateways. the airline industry is in a recovery period we
must key into this critical period.
The regulatory body should sustain the CAT 1 certification, improve
the economic regulatory aspect of the carriers and should in
conjunction with the ministry start a regulated consolidation regime.
Lastly, I expect an improvement in our compliance with related
annexes, we should complement the CAT 1 status by working on other
annexes that will ensure we meet the standard set in the ICAO
universal safety oversight programme.
airports ,considering, we used the whole of last year to plan and
adopt the remodeling option after nullifying the clustering concession
programme adopted by Mr. Omotoba’s team.
The airports should be taken in totality, I am very uncomfortable with
the first and second phase programme as enunciated by the government,
they should realise they can’t do it alone. Therefore a form of
partnership must involve other tiers of government and the private
sector which must be open, fair and transparent.
Our carriers should expand ownership to be rightly regarded as flag
carriers. If Mr. Branson can dilute then our carriers can do same. It
will aid the clamour for a fly Nigeria act and other publicly
supported initiatives, which will unlock the shackles in our aviation
policy which has given the foreign airlines unfettered access to the
Nigerian gateways. the airline industry is in a recovery period we
must key into this critical period.
The regulatory body should sustain the CAT 1 certification, improve
the economic regulatory aspect of the carriers and should in
conjunction with the ministry start a regulated consolidation regime.
Lastly, I expect an improvement in our compliance with related
annexes, we should complement the CAT 1 status by working on other
annexes that will ensure we meet the standard set in the ICAO
universal safety oversight programme.
FAAN: PROBLEMS BEYOUND BUDGETARY ALLOCATION
sincerely, FAAN problem goes beyond budgetary allocation from the
federal government because the organization itself lacks transparency.
It has not been able to convince investors due to the non availability
of a verifiable financial statement over the years, considering it’s a
high yield revenue generating organization, coupled with the frequent
changes in the ministry’s leadership. The Ministers have all had
divergent policy trust for the organization, while implementation
always ended on the drawing board.
Also, almost all the concession agreements entered into by the agency
ended up being messy, because they were given to the privileged few
bypassing the rudiments of fair, open and transparent bidding.
The present minister used the first three quarters of last year to
plan, the last quarter ended with the remodeling toga being used
fervently to assuage the traveling public discomfort and its
concomitants inefficiency and insecurity.
The foreign carriers who have benefited immensely from the anemic
state of Nigerian carriers and have been able to get extra frequencies
by offering, frequent flyers, exotic visit to their head office and
country, GSA partnership e.t.c, to our officials, had to send a
delegation to the minister complaining about the state of our
airports, as expected the word remodeling was once again flagged by
the minister while also hammering on capital flight-a self inflicted
policy.
The Ethiopians, who have never claimed to be the giant of Africa, but
are real giants in aviation, with a vibrant national carrier, has
invested in a Togolese based carrier, to gain access to the West Coast
market while at the same time nurturing our only IATA certified
carrier ‘Air Nigeria’, the Ethiopian Airport Enterprise, recently
announced $27.8 million remodeling of the Addis-Ababa international
airport without necessarily parroting remodeling for close to a year.
federal government because the organization itself lacks transparency.
It has not been able to convince investors due to the non availability
of a verifiable financial statement over the years, considering it’s a
high yield revenue generating organization, coupled with the frequent
changes in the ministry’s leadership. The Ministers have all had
divergent policy trust for the organization, while implementation
always ended on the drawing board.
Also, almost all the concession agreements entered into by the agency
ended up being messy, because they were given to the privileged few
bypassing the rudiments of fair, open and transparent bidding.
The present minister used the first three quarters of last year to
plan, the last quarter ended with the remodeling toga being used
fervently to assuage the traveling public discomfort and its
concomitants inefficiency and insecurity.
The foreign carriers who have benefited immensely from the anemic
state of Nigerian carriers and have been able to get extra frequencies
by offering, frequent flyers, exotic visit to their head office and
country, GSA partnership e.t.c, to our officials, had to send a
delegation to the minister complaining about the state of our
airports, as expected the word remodeling was once again flagged by
the minister while also hammering on capital flight-a self inflicted
policy.
The Ethiopians, who have never claimed to be the giant of Africa, but
are real giants in aviation, with a vibrant national carrier, has
invested in a Togolese based carrier, to gain access to the West Coast
market while at the same time nurturing our only IATA certified
carrier ‘Air Nigeria’, the Ethiopian Airport Enterprise, recently
announced $27.8 million remodeling of the Addis-Ababa international
airport without necessarily parroting remodeling for close to a year.
Thursday, January 20, 2011
Ticket Fare Hike
The rising oil price in the international market has continued unabated moving close to the $100 mark; it is usually accompanied by panic, shock and inflationary tendencies. It is a norm for airlines world over to respond by either using the numerous operational fuel saving strategies or effecting increase in fare, which is usually borne by passengers. The airlines use terminologies like fuel surcharge, fuel tax, distance or sector charge etc.
In Nigeria, the oil marketing cartel, held the industry by the jugular using deregulation and closed participation to a profitable advantage even when the international price was stable, while equally frustrating efforts of one or two domestic airlines, who have decided to get their own fuel dump.
It took the intervention of the house committee on aviation, to bring down the price of Jet A1 locally sometime ago despite having stable oil price at the international market. The oil marketers should realise, their actions is depleting the country's expected revenue. Because some foreign airlines prefer going to Accra, Ghana, to pick fuel, thereafter pick passengers, lodge crew and maintenance personnel that would have been provided by related organisations in Nigeria.
The domestic carriers must unite and work towards beating the marketers to their game considering some of them have interest in the oil industry rather than adopting a me, myself and I principle. Air Canada at a time in the past was importing crude oil directly from Nigeria to reduce cost. Also, airlines should endeavour to liaise with related agencies and organisations at the airports to ensure flights are swiftly handled and despatched to reduce fuel consumption, while also adopting conventional fuel saving strategies known to the industry.
The government can give airlines fuel bailout, by regulating, reducing or eliminating fuel tax or releasing a certain quantity to them in batches at a reduced or subsidised rate. This will not be uniquely Nigerian, the Indian, Brazilian and Chinese governments have done it for their carriers. The Bolivians gave conditionality’s such as acquiring newer aircraft before participating in the subsidised fuel programme.
The passengers will not mind a slight adjustment in price and will remain loyal to the industry, provided we maintain, sustain and ensure safety always, while also improving service level. They are aware that the industry benefited from the excess crude account, which was used to improve infrastructure. The airlines must continue to provide different strata of fares as witnessed in the year 2010, with a promise to adjust the fares downwards in line with the international oil price.
Finally, for our carriers that are craving for public funds, bailout, act, support e, t, c. They need to expand ownership by involving Nigerians, none of the airlines operating into the country is owned by an individual even Virgin Atlantic, in the absence of a national carrier we need flag carriers we can identify as truly Nigerian. The Tanzanians are seriously considering abandoning the troubled National Carrier, Air Tanzania, after wikileak exposed the shady conditions given to Boeing. The successful and privately owned, Precision Air, quickly capitalise by offering to give participation to Tanzanians to replicate flag ownership, can our own operators replicate same before requesting for public support.
In Nigeria, the oil marketing cartel, held the industry by the jugular using deregulation and closed participation to a profitable advantage even when the international price was stable, while equally frustrating efforts of one or two domestic airlines, who have decided to get their own fuel dump.
It took the intervention of the house committee on aviation, to bring down the price of Jet A1 locally sometime ago despite having stable oil price at the international market. The oil marketers should realise, their actions is depleting the country's expected revenue. Because some foreign airlines prefer going to Accra, Ghana, to pick fuel, thereafter pick passengers, lodge crew and maintenance personnel that would have been provided by related organisations in Nigeria.
The domestic carriers must unite and work towards beating the marketers to their game considering some of them have interest in the oil industry rather than adopting a me, myself and I principle. Air Canada at a time in the past was importing crude oil directly from Nigeria to reduce cost. Also, airlines should endeavour to liaise with related agencies and organisations at the airports to ensure flights are swiftly handled and despatched to reduce fuel consumption, while also adopting conventional fuel saving strategies known to the industry.
The government can give airlines fuel bailout, by regulating, reducing or eliminating fuel tax or releasing a certain quantity to them in batches at a reduced or subsidised rate. This will not be uniquely Nigerian, the Indian, Brazilian and Chinese governments have done it for their carriers. The Bolivians gave conditionality’s such as acquiring newer aircraft before participating in the subsidised fuel programme.
The passengers will not mind a slight adjustment in price and will remain loyal to the industry, provided we maintain, sustain and ensure safety always, while also improving service level. They are aware that the industry benefited from the excess crude account, which was used to improve infrastructure. The airlines must continue to provide different strata of fares as witnessed in the year 2010, with a promise to adjust the fares downwards in line with the international oil price.
Finally, for our carriers that are craving for public funds, bailout, act, support e, t, c. They need to expand ownership by involving Nigerians, none of the airlines operating into the country is owned by an individual even Virgin Atlantic, in the absence of a national carrier we need flag carriers we can identify as truly Nigerian. The Tanzanians are seriously considering abandoning the troubled National Carrier, Air Tanzania, after wikileak exposed the shady conditions given to Boeing. The successful and privately owned, Precision Air, quickly capitalise by offering to give participation to Tanzanians to replicate flag ownership, can our own operators replicate same before requesting for public support.
Subscribe to:
Posts (Atom)