The chairman of Mish Aviation Limited, Captain Ibrahim Mshelia has stressed the need to amend the country’s act and policy procurement procedures and the operational limits of Air Operator’s Certificate, AOC holders in Nigeria,
Capt. Mshelia observed that with the lopsidedness in the procurement procedures and the operational limits of AOC holders in Nigeria, there is an urgent need to empower the civil aviation to break down the certification process of commercial operations.
Captain Mshelia who was the chairman of the 2021 annual League of Airport and Aviation Correspondents, LAAC conference held recently in Lagos stated that the word AOC has been so over-valued like a village masquerade that appears once in five years.
Mshelia noted that this is not supposed to be so, stressing that operations specifications, in this regard, is the masquerade and not the certificate.
He stated that the theme of the seminar is very apt and highly commendable as there cannot be a better time to discuss burning issues like this, in an industry that is battling too many oppressive forces.
Mshelia said the relevant ICAO provisions on the procedures for the issuance of Air Operator’s Certificate (AOC) and the grey areas, should be corrected for the benefit of operators and the growth of nation’ Aviation sector.
He observed an unhealthy situation where there is a blanket issuance procedure of AOC for big, small, or large operations.
Mselia stated that under this system, the roles of other segments of operators that are also entitled, by law, to operate commercial operations, unfettered as guaranteed by ICAO, are not spelt out.
“By ICAO standard, small, large and medium operations, including; Air Taxi, Air Charter, Cargo Only, nonscheduled and Scheduled operations etc, are recognised.
It is interesting because ICAO does not discriminate because of the size of a nation. The Organisation allows several models of the size of the CAA of a country; small, medium or large CAA. ICAO also expects performance variance with the various sizes and accepts them into the comity of nations on the council. In oversighting also, ICAO has developed Checklist; small CAA, Medium CAA or large CAA,” Mselia stated.
He pointed out that in certifying operators in the country by the NCAA, one checklist is used for all.
According to him, In order to enforce the norms and do all that is required to make our aviation sector conform with global norms, it is also expedient to ensure that we have the right staff with requisite experience to follow policy to letter and enforce it without fair or favour. ICAO has a model recommended in DOC 8335. CAAs are encouraged to use that scale. Nigeria should and must close that gap. It is a serious safety concern, similar to an unsafe aircraft or untrained crew, taking to the Skies.
Mish Aviation boss noted that in doing this, a thorough overhaul of the inspectorate division of the nation’s civil aviation agency becomes a sine-qua-non.
He said this has to be done quickly, to galvanise the Nigerian aviation industry achievements.
The chairman of the conference stated further that the staff of the agencies have done well so far, adding that the new and desired NCAA will require a huge change of attitude as well.
He proposed that the AOC should have no expiry date unless suspended or revoked while the ops specs only should have a biannual expiry, to shed unnecessary expenses to the operators.
He also suggested that only qualified technical staff in the agencies should be hired and paid salaries commensurate with their counterparts abroad.
I am of the opinion that the sector can afford that if we employ only relevant personnel, Mshelia said.
Mish aviation boss explained that: “The Federal Airports Authority of Nigeria (FAAN), has its defined roles: which include provision of security and screening, offices and counters for airlines at the airports, the runways and tarmac to land and park aircraft, the conveyance of the passengers to and from tarmac etc”.
He said the industry should also start thinking of arriving at a fair levy for these services, stressing that the huge burden of cost of operations weigh down too heavily on airlines.
In the words of Mshelia: “We should also start thinking of a very fair operational ground that will allow airlines to register to handle itself to taste.
The idea of being forced to patronise the handling companies, which services, sometimes do not measure up to the niche or standard of airlines has caused many airlines to lose their passengers.
I hereby suggest that airlines that can bring buses that will measure up with the standard of the CAA should be allowed to do so, as well as provide other handling jobs that they can provide to standard.”
Mish Aviation boss pointed out that If FAAN has the building which they collect charges on, collect passengers service charges and part of ticket sales, the airlines also pay taxes,that it will foster growth, if landing and parking charges for domestic airlines are made free, as a way of cushioning the biting effects of the economy on aviation business.
He noted that It is not strange to do this as the model exists elsewhere, adding that, “we are quick and good to look at enviable standards around us or elsewhere, we have to match our thoughts with actions if we truly want to evolve the sector”.
It is commendable that our aviation industry now thrives on Internally Generated Revenue (IGR) as recommended by Government. But there is now a glaring error of judgement which needs urgent revisiting. We now know that a huge number, more than the relevant, are being funded from proceeds of surcharges and taxes from the airlines. Some say more than 70 percent of the aviation agencies’ workforce are irrelevant to the operations of the airlines, Mish Aviation boss explained.
He said the airlines will fare better with less of the surcharges which are just to take care of recurrent and staff bills they do not need, while the government should reverse or review the situation urgently.
