National Carrier or National Airline Policy

The combinations and other equations that are presently being molded for a caesarean delivery of a national carrier should be reviewed and reconsidered in the interest of the industry and the nation at large. In a statement from an unnamed official, Ethiopian Airlines will provide long haul aircrafts for the new baby, while a gulf carrier has also consented to participate in the project. The new carrier will primarily be built around the ashes of Air Nigeria and the financially troubled Aero Contractors. These carriers are heavily indebted to banks, hence the takeover by the Asset Management Company (AMCON), yet we are always reminded that government is not involved in the new carrier. Who owns AMCON? In a recent interview with a national newspaper, the CEO of AMCON, said the Ministry of Aviation approached his organisation on the need to have a national carrier from the fused airlines. In giving his consent, he asked if the deal will be transparent, in the national interest and good for AMCON. The Ministry expectedly gave an affirmative answer. The CEO AMCON tacitly supported the deal by misinforming the public that he was reliably informed that the new national carrier will have landing rights anywhere in the world, codeshare with international airlines, spur competition and reverse a decade of embarrassment without a national carrier. In another interview the CEO said the priority of his organisation is to save depositors' funds, the financial system and legitimate borrowers, whose business offered a safety net. He concluded in that interview that the recovery process starts with getting advisers, advertising the organisation and getting requisite approval from regulatory agencies. From the above, which reputable organisation did AMCON contact on this issue for advice? Why was Air Nigeria and Aero not advertised like other troubled organisations in their fold, to ascertain if the offers will not be far better than the risky concoction called national carrier ? How did AMCON come to the conclusion that this debt ridden project is in the national interest? Landing rights are principally negotiated between government of two or more countries on behalf of their respective designated airlines, private or public. The airline so designated becomes the flag carrier and will be given all the necessary support and protection as enshrined in all bilateral or multilateral agreements. Landing rights are therefore not and never reserved for a national carrier. Our negotiating prowess, based on reciprocity, as enshrined in ICAO civil aviation policy gives landing rights. Codeshare is an agreement between two airlines, with commercial synergy. It is usually influenced by the requisite international safety certification, membership of a clearing house such as IATA, scheduling potency at hub airport and most importantly corporate governance with reputable reference. Virgin Nigeria despite her young age and 'Tokunboh' aircrafts was able to codeshare easily because of these qualities, internal system and processes provided by the Virgin team. It also ensured IOSA certification in record time. Being a national carrier will not give an airline codeshare partners, neither will an array of brand new aircraft. Competition thrives when airlines and passengers are served with by a voluntary or regulatory consolidation process that builds strong flag and other scheduled carriers owned by Nigerians which will attract foreign investors and partners. We currently have family owned carriers who got facilities from banks owned by Nigerians, which were not properly managed and intend to use public funds to support recovery process. A national carrier has exclusivity, protection and regulatory impunity, which will shackle other carriers and competition. The AMCON chief also mentioned transparency thrice in that interview, on what basis are we protecting a particular family via pseudo public funds when others were allowed to bite the dust or are about to bit the dust. If the ministry approached AMCON directly who is the mysterious facilitator that is entitled to ten percent of the new carrier shares? The matter of embarrassment actually spans over three decades, because Nigeria Airways was an embarrassment long before liquidation. Numerous efforts at restarting a new carrier side by side with Nigeria Airways ended in catastrophy. Therefore, a country can also be embarrassed by its national carrier; we can ask the Italians, Greek, Mexicans and all the countries in our sub-region. Most of the people calling for a new national carrier today and linking it to the payment of terminal benefits of former Nigeria Airways staff, worked assiduously to frustrate government efforts in the past. The industry world over has moved from national to legacy to flag and low cost carriers. Countries that share our present mentality of setting up a new national carrier include Malawi, Zambia, Congo, Ghana and Gambia. Do we choose to belong to this crowd? We have opened our skies too wide and fallen treacherously in love with BASA funds at the expense of competing and empowering, which have literally weakened our carriers and made them unattractive to foreign carriers. The Ethiopians are in Togo (ASKY) and almost concluding arrangements with the Malawian Government for a carrier, all they want to give back is leased long haul aircraft. The Chinese that are giving us loans for the terminals and also executing it have invested in an airline in Ghana. Etihad has invested in Seychelles and Air France in Congo, Burkina Faso, Mali etc. They only ask for frequencies and multiple entries into Nigeria with our politicians happily receiving their inaugural flights. What we need is a national airline policy that will strengthen the industry and our airlines, not a national carrier. The policy should include reduction of taxes, modernisation of ATC, regulatory burden reforms, stabilisaton of aviation fuel prices, provision of market for the flag carriers through a Fly Nigeria Act, economic growth stimulation with accompany jobs and pay, while also ensuring our carriers consolidate and compete globally through partners. Permit me to digress into the industry rot that is a recurring statement lately used by politicians and surprisingly by some agency heads, whom practically grew through the system at every forum to render the industry stagnant over the years, while the certifications and international accolades inherited are flagged. I quite agree that we have made some appreciable improvements under the present minister, and also acknowledge the rot in the terminals is being transformed, there are others waiting. These include airport certification, fragmented carriers, lack of insurance for agencies, skewed bilateral, executive interference and impunity.

ARIK AIR CLARION CALL: A REFLECTION FOR ALL

In commemorating its seventh anniversary, Arik Air Chairman and Managing Director granted a joint press conference where the following pertinent issues affecting the airline in particular and the industry in general were raised. TAXES AND CHARGES: The cost of operating flights in the country has generally been described as too high and is principally attributed to numerous taxes and charges. The operators, stakeholders and other participants have asked for a downward review. I also agree, but we can help by providing a comparative table of charges and taxes for all to see and generally access. We should not forget that in addressing this issue holistically, we must include the subsidies, waivers, loans and grants given by or obtained from Government by our carriers and the debit account with the agencies vis a vis the untaxable fuel surcharge hidden somewhere in the domestic fares and has been used to rip the pocket of passengers and public treasury. PREFERENCE FOR FOREIGN CARRIERS: It is an open secret that the Government and corporate Nigeria lean towards foreign carriers - from filling their upper cabins to bilaterals, slots and counter allocations at our gateways, which are improperly skewed in favour of foreign carriers. How do we explain that Government gave Medview, an indigenous airline the right to operate Enugu - Singapore route, while the airline was still preparing. The government and other politicians were reeking with excitement at Enugu airport, welcoming Ethiopian Airlines with pomp and pageantry, the same Ethiopians will commence Singapore flights sometime this month, to add salt to our injury the Singaporean authorities said they have commenced discussion with the Ethiopians regarding flights into Nigeria from Singapore (see The Guardian of Wednesday, 6th November 2013). The bilateral air services agreement between Nigeria and Singapore was signed last week without giving consideration to our carriers or the mandatory protection but celebrated more as a political investment and as a blank cheque for Ethiopian Airlines. The Ethiopians want our routes, frequencies and passengers, but chose to invest in and empower the Togolese through ASKY. South African Airways is planning to have a hub in West Africa, we should naturally be the choice considering what we have done for MTN, SAA, Shoprite, Multichoice e.t.c, and sadly they are looking at other countries in the region. The foreign carriers have gone further by capitilising on our ethnic divide to seek extra frequencies into Kano and Enugu without reciprocity - which is the hallmark of BASA - while we shamelessly bicker over not allowing them to operate to our respective constituencies and the legitimacy of collecting royalties. NATIONAL CARRIER: Arik Chairman said "this is a deliberate ploy to kill Arik, since they cannot get it". Arik is too big and too important to kill at the moment, our economy will be severally affected, and in my opinion domestic airlines will be systematically weakened by the protection and exclusivity that will sheepishly accompanying the national carrier status. We do not need to protect Aero Contractors and the ashes of Air Nigeria under the acronym of national carrier. Why do we want to protect the liabilities of the two airlines at the expense of other airlines and taxpayers? These airlines and other airlines in Nigeria, including Arik belong to individuals and their families. They collected funds from banks owned by numerous Nigerians, stabilisation fund from tax payers and AMCON has gone to mop it again with public funds. We do not need a national carrier; neither do we need to protect families that have mismanaged their airlines. Arik MD, who was bold enough to tell us they were being forced to relinquish five percent shares to a top Government official which was resisted and applauded generally , should also make it very clear to the Chairman that Arik will get the necessary and needed support from Nigerians if they do open doors for participation and ownership. Virgin does not belong to Richard Branson alone. PASSENGER SERVICE RIGHTS: We have shortchanged Nigerian passengers in the past and still do, the bill on passenger rights has been around for over a year. The airlines charge their fare without consulting the passengers, while the regulator has been too lenient in enforcement. NCAA recently increased enlightenment while FAAN literally directs passengers to NCAA or to the airlines to seek redress not incitement as alleged by Arik. We look forward to enforcement, while also addressing critical infrastructure that can cause delay. Passengers need to remain courteous and polite to airline staff to key into the Bill. LACK OF MARKET: We need to give charter and public sector travel to our operators; this will stimulate growth in the industry, save funds and most importantly attract investment to our carriers. A phased implementation of the Fly Nigeria Act should apply to airlines owned by various Nigerians; those owned by families should not be considered. We can start with all categories of Government charter, thereafter the West Coast routes. AIRLINE OPERATORS OF NIGERIA (AON): This body is troubled and dysfunctional. In the past, it was headed and managed by scheduled operators; today its membership and leadership tilt towards the non schedule and charter operators, who operate luxury services, yet expect duty waivers, stabilisation fund and subsidies from tax payers. Arik aloofness has not helped the AON. The airline in conjunction with other schedule operators should kick start a new AON, while the non-schedule form their business operator association. It is the norm, we cannot be different. On the international scene, I will commend Arik for taking us off the polluter and noisy aircraft list of airlines operating into Heathrow Airport. Airlines from Poland, Israel and South Africa were on that list. This was not achieved by the liquidated Nigeria Airways, or its pretentious successor on that route, Bellview Airlines. Arik has the potential of being profitable, supported and backed as a flag carrier. If they do the needful, which among other things are ownership expansion, functional board, improved Industrial Relations and stop its discriminatory debt servicing policy. I will reiterate that the grounding of DANA Airlines was borne out of spontaneous emotionalism, rather than safety. It is ridiculous to keep them grounded with over five hundred Nigerians and their families denied the right to earn a living, while external auditors and NCAA staff are earning their salaries, and have not commenced the audit. Air India's new B787 fleet has recorded more air incidences than DANA MD 83, yet the regulators and manufacturers are still supporting and assisting. NCAA should remember the IATA resolution that says "regulatory work is best practiced when aligned to global standards by government working in cooperation with the industry".

Re Rumours of Sacrifice, Agagu, Oduah & Fani-Kayode

E: We all owe it a duty to protect the industry and restore confidence in the travelling public. The slings and stones being thrown at each other at this time will only heat the polity and divert attention from the safety challenges that we need to address as quickly as possible. Chief Fani-Kayode's write up has triggered a lot of rejoinders and a verbal reply at an international conferences, of the lot I will pick that of Mr. Joel Obi, though I do not agree with some choice of words but align with the chronicle of activities in the industry, when the chief headed the ministry. Mr. Obi's article omitted the dubious re-capitalisation process that made the Corporate Affairs Commission smile to the bank while the airlines simply filled forms and arranged documents in connivance with their banks, ministry and the hatchet man who was an operator, spilt look alike and a good friend of the chief. I am compelled to add this information because the chief did not do anything for industry rather, he was brash and tried as much as possible to intimidate operators, stakeholders and foreign airlines in a spirited bid to corner largess for self and tag team partners. Mr. Obi, the issues raised by you are the perennial banana peel waiting for all occupiers of that office, the most recurring ones are nepotic / ethnic recruitment or displacement, interference in the agencies, culture of impunity and poor enforcement. These issues either bring them down or haunt them long after, so please keep it in mind. To the whistle blowers that wait for a crash before blowing the whistle, they should bow their heads in shame; such whistles are destructive and usually targeted at bringing down personalities rather than saving lives, improving the system and its processes. It happened after the Dana crash and its happening again with the usual panicky suspension of operational certificate, rash public hearing and removal of office holders. Thereafter we go back to statuesque. My humble suggestion is a reassessment of the non punitive reporting system in place that has made reporting difficult but easier after a crash and usually given to legislative arm with the intention of ridiculing the industry. Also, the agencies and ministry should, please let us hear from AIB only at this hour, its not a time to flag our ratings or certifications neither are we interested in achievements and garlands gathered. We are suppose to be mourning our clients whose remains are still in the morgue awaiting identification and burial. The AIB, should upgrade from its timidity and boldly address and update us regularly not by press releases but facing the camera and taking questions. It’s important, it shows they are in control and autonomous. The disconnect between the economic and safety regulatory units presently domiciled in the NCAA must be addressed, Associated Airline will fail an economic audit just like others still brandishing the AOC. Finally, we must at this point agree that our carriers are weak and start a regulatory consolidation process. It is a better option to have five airlines that are sick than twenty six with epidemic.

NEW AVIATION CHARGES: A NEED FOR CAUTION

The NCAA recently introduced a new user charge for non schedule commercial operators; the action has generated a lot of controversy and a law suit. The NCAA has taken the airlines under the aegis of Airline Operators of Nigeria (AON) to court to determine if the authority is empowered by law to introduce such charges. This is comical, is it NCAA the regulator of the industry that should go to court or AON the aggrieved? I would have expected the NCAA to use the court to retrieve the outstanding ticket sales charge and Value Added Tax running into billions of naira which is trapped with AON members with or without an active AOC. I just hope they consulted outside the box before going to court because the aviation agencies are serial losers when it comes to the dispensation of justice, the judgment debt of the industry and catastrophic concession cases are attestations while the acquittal of an agency head for contempt of court was widely celebrated as if it was the final judgment. Curiously the private jet owners or the ‘ogas’ at the top were exempted from this new tariff, they cannot be exempted from a special luxury tax, because of some these jets surreptitiously operate charter. The AON should have 26 members based on the list of active AOC holders as published by the NCAA last week, a cursory look at that list shows that thirteen of them are small to mid range jets charter operators, three of them are Hajj/Pilgrim operators, seven of them are schedule operators while the remaining three are schedule operators that have suspended operations but have an active AOC due to the charter operations they do on the side or how else can we describe active AOC without operating scheduled flight for more than six months. The non schedule operators from the above have practically hijacked the AON, the ideal thing as obtained in other climes is to have two associations one for the schedule and the other for non schedule operators. This is necessitated by the type of service, clients, support, protection, maintenance, legislation, subsidy etc that cannot and can never be the same of these two categories of operators. The non schedule operators are the honeycomb of civil aviation world over, their service is luxurious and heavily taxed they do not get subsidy, economic protection, stabilization fund neither are they exempted from paying custom duties on spares and machinery. In Nigeria they have forced themselves on us all, by robbing an industry they are to feed, by operating with foreign registered carriers to the detriment of Nigerian professionals, under invoicing the agencies, delaying payment, diversion and extension of flights e.t.c. Is it not absurd that the private jet sector is booming and thriving while the commercial airlines are shrinking and struggling? Yes it is! They are thriving because they get their money from clients and shortchange the system through numerous agents, commissions, round tripping, illegal subsidies, gross under invoicing and supervision by the agencies. The DG in his publication last week said all other charges are embedded in the new fee, which literally means, warehousing of all payments; therefore their operation will now be collated in a coordinated process by the requisite agencies. I just hope the reconciliation period will not be for the long knives. The threat by operators to relocate to Ghana is empty and cannot fly rather they should negotiate, discuss and pay commensurately which is the norm considering it’s a luxury service. They can go further by resisting private jet operators and the military (Air force,Navy & Police) who pseudo operate and are scooping from their market by operating civil non schedule flights. The military in two South American countries registered a civil arm to operate such flights; therefore civilian passengers being ferried are insured and compensated if the need arises. The military are to assist in emergencies or act as back up for terrains too difficult for the civil aircrafts in extreme conditions not compete for civil charter operations. On a last note, Dr Aliu a former Director with the NCAA will be voted as the first black president of ICAO general assembly, my first encounter with him was sometime in the mid 90s, when he came to represent the former DG of NCAA, Late Engr Haruna at a conference organized by my association. Over the years he remains a perfect gentle man, that cannot ruffle feathers, as he ascend to that enviable position he should remember the people, system and agencies he left behind and ensure our participation, certification and recognition in all ICAO related activities It’s a better legacy than courtesy visits or gifts. Congratulations to the new ICAO president.

AVIATION INFO &THE BUDDING GOEBBELS

I was thinking of a deserved rest from aviation related issues and join the growing list of siddon look, when I heard the half-state of emergency declared by Mr. President in the three northern states of Borno, Yobe and Adamawa. I use the word half-state because troops moved enmasse into the affected states under new rules of engagement, while all the governors and other political appointees were allowed to retain their seats. The media was also awash with the half-state of emergency declared by the Ministry of Aviation, where the GM Corporate Communication (FAAN) was appointed the Coordinating Manager for Information and Communication for all agencies under the Ministry, with other officers retaining their seats in the different agencies. This is an aberration and an elevation of propaganda in the industry, while the President is fighting the implacable and unidentifiable terrorists, who is the Ministry fighting? The appointment is a strange novel in the industry; it is also not a surprise considering his penchant for defending the Ministry and propagating their activities at the expense of FAAN, his constituency. The pain here is that barely a week after the World Bank complained of excessive political interference in the agencies, we are declaring a state of emergency in information management. The regulators, NCAA and the new baby NAERU are also to clear their press releases through the new appointee, who represents an agency they regulate. Incidentally, he advised some days ago that aviation should be taken from the Madding Crowd. Please practice what you preach. Regarding Amaechi’s jet, the pyrrhic excitement should stop; we should rather use the opportunity to correct all the ills in private jet operation, which stand till this moment. All the relevant agencies responsible for monitoring and coordinating the operations of this category of operators are guilty and have persistently failed to deliver the dividends of corporate jet operations. That aircraft had clearance up to the 4th of April, 2013, yet it kept flying in the Nigerian airspace till the 26th of April, 2013. On that day with the same clearance and untidy sheet, it departed PH for Owerri, thereafter Akure. Who gave start up in PH and Owerri? The speaker of the House of Representatives simply dropped a member of his team and asked Gov. Ameachi to hop with him from Akure when the governor’s aircraft had issues. Did the speaker’s team present a new manifest to reflect the new passenger? The prosecution option of the Ministry, rather than penalties as accepted in civil aviation coupled with concurrent press statements and the inability to probe other violators in that sector tilts towards witch hunting.

RE: The New Nigeria Civil Aviation Policy (NCAP 2013)

The Honourable Minister of Aviation recently unveiled the new NCAP, which has attracted more condemnation than commendation. A civil aviation policy document is usually midwife by the Honourable Minister through the interplay of various stakeholders. This policy did not go through that refining process, hence the hurried meeting with operators and stakeholders five days after the unveiling. In the minister’s message, which was personally signed, she said “the Federal Government is conscious of the fact that sustainable implementation of this policy will require the collective participation of all stakeholders.” The stakeholders should have been carried along from the beginning rather having selective participation. The policy is out and having gone through it, I will align with those commending the policy, while I also believe we need to tweak some positions taken. Fortunately, it is a policy and not regulations and can be reviewed if it’s not in the best interest of the country. The Nigerian Aviation Economic Regulatory Unit is a refreshing innovation that will curb and punish predatory activities, while gingering competition and most importantly protect domestic carriers and consumers from companies and airlines with significant market power and dominant position. The NCAA should focus on technical and safety oversight, their core competence, incidentally the policy tallies with the World Bank report that was presented to stakeholders last week. If the unit is not politicised or made an appendage of the Ministry, it will be the most important legacy of this administration, and will also act as a purveyor of an encompassing antitrust body that will protect Nigerians in other sectors of the economy. The requirement for a minimum of three aircraft for domestic operators and five for regional and international operators is also commendable, though a little shy of our expectations, but a good beginning for the regulatory consolidation process. The minimum paid up capital does not work here, it is a mere paper document that can be sourced by conniving with the same banks and other institutions they used to siphon bailout fund. The policy statement on foreign registered aircrafts and some operational aspects will ginger the transformation and improve the local content input of the aviation industry. It will also encourage pooling of resources, which is a better ownership option. It is also commendable that after an Initial Gra Gra (IGG), the Ministry has accepted the inevitability of the PPP concept. The World Bank team reechoed it last week, it is the only panacea for maintaining and sustaining our airports, what has always been the problem is transparency and openness. The transformation train should be prepared to berth at FAAN as an organization, while also thrashing out the numerous PPP associated litigations. The route dispersal guidelines and schedule operators permit entrenched in the Public Service Obligation (PSO) programme is also commendable. I will advise that the host state and adjoining local governments close to such airports be made to partake in the programme. Also, with the PSO programme in place, it is not necessary to give incentive to domestic operators of 80 seats and below, the idea is a selfish subsidy. Routes allocated and not utilized by Nigerian carriers should be withdrawn immediately and given to other Nigerian carriers that have shown interest. If reciprocity is the dignifying word we should not shackle carriers that are ready and willing. The policy got this right; I must also commend the idea of encouraging non-schedule operators to ply routes abandoned by schedule operators, the civil aviation regulations in place might make it difficult in the short run, due to the certification needed to operate commercially. The National Aviation Safety Committee will coordinate the activities of the Nigerian Airlines with respect to the NCAP and the Aviation Consumer Council, comprising stakeholders and users are innovations that will aid monitoring and key performance index. After numerous litigations that have increased the country’s public debt, it is with great relief that the policy has asked Service providers in the aviation industry including Airports and the Air Navigation Operators to put in place adequate third party insurance cover. The policy reiterated the waiver on import duties and spares for commercial and private operators. The waiver is a subsidy and should be for commercial operators, not for private operators. Rather, a luxury tax should be added for this category of operators. Yamoussoukro Declaration will be the basis of negotiation with member states, since the policy says so. Then the request of the Ghanaian and Gambian carriers that have applied to operate into the country should be granted without delay in the interest of our leadership position in the sub-region and Nigerian consumers the policy seeks to protect. Passengers flying Banjul and Accra routes are being fleeced by Arik in fares and service. Single and Seamless Sky is a futuristic project that is also commendable, it will improve safety, reduce pollution and fuel burn. NAMA management should begin to look at alternate source of funding, while critically perusing the recent World Bank report. The message in the World Bank report with respect to NAMA calls for reflection rather than grandiose. Some aspects of the policy need to be reviewed, an independent search and rescue agency with offices in the six geo-political zones will only over burden the system with attendant cost implication. Why do we want to protect a new group of private investors at the expense of existing investors using the banner of a National Carrier? The government is starting another flag carrier not national, so the carrier should be free to compete rather than seek government protection. The same protection Virgin Nigeria signed with government only to repudiate to the consternation of the investors. Also, the Fly Nigeria Act that would have aided our commercial airlines was again bypassed, a phased implementation starting with charter flights and some regional routes would have been appropriate. The MD guaranty trust bank last week said “ we will rather invest in the private jet sector rather than the commercial jet sector that are there today and tomorrow no more.” Let’s ponder !!! I also strongly feel that the issue of insurance and passengers to be ferried by the private jet operators should be in the regulations rather than the policy. It would have saved us the unnecessary distractions that it has generated since it’s unveiling. In concluding, NCAP 2013 says, “the policy is designed to provide a platform for the way forward and future prospects of the aviation industry, set new paradigms in air travel standards which will provide consumers with appropriate protections without affecting the ability of airlines to set service levels in a competitive market”. Also, “all civil aviation service providers shall promote effective implementation of the NCAP in their areas of activities and ensure that the spirit of the NCAP is adhered to.” The NCAP 2013 spirit can only be achieved if the ministry can boldly and honestly allow these tripod- implementation, monitoring and review without political interference or imposition.

RE: AMEACHI’S AIRCRAFT AND FLIGHT CLEARANCE

RE: AMEACHI’S AIRCRAFT AND FLIGHT CLEARANCE By Olu Ohunayo Gov Ameachi’s aircraft and the unabated controversies with respect to his last flight to Akure and other operations in the general aviation sector is well known to stakeholders over the years, who have deliberately turned blind eyes or are afraid to act due to the caliber of clients or owners of these private jets whether foreign or Nigerian registered. The government should go ahead with the probe and be bold enough to dig deep, press the rewind button and most importantly make their report public. The necessary sanctions and fines should be applied, which is not witch hunting but will act as a deterrent. Gov Ameachi’s aircraft should not be singled out for the investigation rather it should initiate other probes, majority of the general aviation flights operated spontaneously or over the weekend have the same lapses, so if we are going to investigate we should make it open, even those shouting hosanna will be surprised at the rot. If flight clearance process is a vital safety and security component of civil aviation worldwide and requires the involvement of both the civil aviation authorities and the national security agencies before approval is given, while full disclosure of the aircraft, passengers and crew must be provided as required by law, then how did the incarcerated former governor of Delta State leave the country or is it the recently pardoned former governor of Bayelsa state, who returned to the country through the same “Egbesu route” only to hop on another helicopter that took him to Yenegoa. Mr president ,who was the acting governor at that time had to quietly slip to Otuoke for his own safety. The discrepancies noticed with the flight clearance, plan and registration of Gov Ameachi’s aircraft is a norm and not an exception in general aviation in this country, we should used this opportunity to reverse the trend in the interest of safety ,security and improved revenue generation. I will also not forget to reiterate that the civilians, military retirees inclusive should not be allowed on board military aircraft, since they are not subjected to the civil aviation laws and norms, if the military wants to partake in charter services they should form and register a company for that purpose that will compete and subject itself to the civil and compensation processes. The various agencies and the supervising ministry are over heating the aero-political landscape with the concurrent and similar press releases as if they were all drafted on the same laptop or are they trying to convince the boss ''Oga'' at the top that they are working