‘We are not angry with the Aviation Minister’

Habiba Mahmoud

One has only to look at a matter independently, broadly, and un-influenced by common-place ideas and truth will look back at him. Such is the approach to be adopted in the recent outcry over vehicles supposedly purchased by the Aviation Ministry; one has to even set-aside fundamental truths that the Aviation Ministry comfortably maintains the well-deserved position of Transformation Ambassadors in the on-going administration.

It is no longer a surprise when Aviation Minister, Princess Stella Oduah gets above her share of well-deserved media attention. Of course this is expected as her achievement in the past and on-going as well isn’t news anymore. What is slightly new however is the approach ‘economic detractors’ have adopted, in what can be religiously referred to as, ‘a shameless and tenacious persistence to do harm to one already anointed.’

What else could be truer than that? The purchase orders for the said bullet proof BMW’s did not bear the Ministers name, neither did the bank papers. The cars were not parked in the Aviation Ministers residence, or in the parking lot allocated to her at the ministry. There is no official document that links the Aviation Minister directly to the purchase from either First Bank, or Coscharis Motors or any of the fine public serving institutions these allegations has sought to ridicule. To go a bit further, even if there was, wouldn’t that simply be suspicious? Isn’t it even remotely possible that the said figures were self-generated?

The reckless series of self-serving actions to capitalize on the sentiments in millions, of people already betrayed through spreading half-truths and quarter-lies will surely come to end.

The attempts of recent development detractors, some under the false guise of ‘experts’ to mindlessly feed off the negative emotions innocent Nigerians already marred by a series of failed administrations by putting a knife on our differences in cultures, ethnicity, religion, world views and ways of life will also come to an end.

They will come to know that Nigerians have grown weary at believing in change from the lips of those once granted the opportunity and failed to even point at the ‘promise land’, talk more of reaching it.

Although what gives strength to these false figure blabbers is that they understand that we as a people have become disarrayed at the actions of previous administrations and that our common problem has become an inability to see the problem as it is. That we fail to act when it becomes necessary, fail to recognize, pin point and identify our common enemies (they), masquerading in various forms. So they constantly attempt to shape-shift and deceive us each time. What else can make activists out of former ministers, or deliver righteousness to one who isn’t even God-fearing.

It is of no surprise therefore that the capacity of the Aviation Minister to do so much in so little time, has gained her so many social ‘distractions’. It is simply the mutual worry that some interests are no longer being represented and the actions now set in motion is one that will redefine the political machinery. 

In truth, we are no longer angry at the figures we see, or the names we hear or the actions that have been taken by those in office. We are no longer angry at being neglected, at being forgotten, at automatically being un-important, or left out of the political machinery. In less than a week, it will be a miracle if a larger amount of mis-appropriated funds does not cloud the loudly talked about vehicles.

We are not angry at Princess Stella Oduah, how can we be? She is a model of all the things we haven’t had in a long while, a physical manifestation of the power of the ‘Nigerian Woman’, an enigma to the aviation industry and the Nigerian government, an idea of consistent and creative development, an ideal that our current state of affairs forces us to seek and violently oppose.

We are not angry at the Aviation Minister. We may be angry at our legislators, at our governors and local government chairpersons, but surely not at an ‘angel of good tidings’’.

Or perhaps we really are angry that we have been left in such a deplorable state that we can no longer recognize truth from lies. That the organs we depended on to deliver to us the gains of a democratically elected government, as well as manage our God given natural and human resources failed us to such an extent that we can no longer distinctly separate successes from failures, or technocrats from criminals. No, I doubt that.

One simply has to forget that the aviation industry is the most vibrant, committed and dedicated sector to the national transformation philosophy of the Goodluck Jonathan Administration. One simply has to forget the shiny new airport terminals spread from the North to the East, or the marvellous roadmap put in place to welcome foreign investors from far and wide to Nigeria.

To put quite simply, one has to forget the Super Eagles flying back home safely, clutching victory in their hands after an odyssey of failed attempts. We are not angry at the Aviation Minister.

Akinkuotu appointed as new NCAA Director General

Aviation Nigeria

Captain Fola Akinkuotu has been appointed as the new Director General of the Nigeria Civil Aviation Authority (NCAA).

Akinkuotu up until his recent appointment, was the Rector of International Aviation College, Ilorin, and has been a pilot/flight engineer with over 40 years aviation experience.

“The airline industry is not that of immediate profit, but it is a cash cow." Akinkuotu stated while talking to newsmen after his recent appointment.

Describing himself as well as his wealth of experience, the former head of flight operations in Air Nigeria, Akinkuotu said:

“My name is Captain Fola Akinkotun; I am the Rector of International Aviation College, Ilorin, which is the newest aviation college in Nigeria. I have been in the aviation industry most of my life. I will definitely say over 40 years in the industry. I started out as an aircraft engineer and I became a flight engineer and a pilot. I have flown in most of the airlines in Nigeria and I have over 13,000 hours of jet time. I have been in various things; I have been an instructor; a VIP pilot, I flew the Pope in 1997. I have done my bit.”

Akinkuotu was nominated following a recomendation to the Senate by President Goodluck Jonathan as a replacement to the former Director General of the Nigeria Civil Aviation Authority (NCAA), Dr. Harold Demuren.

The President stated that the action was part of the  recent moves by the Federal Government to restructure the aviation industry. 

Governor Wamakko's plane diverted for safety - Ministry

Aviation Nigeria

The Ministry of Aviation in Abuja on Wednesday said that the Nigerian Airspace Management Agency (NAMA) on wednesday 11 June 2013, diverted an Aircraft carrying, Gov. Aliyu Wamakko of Sokoto State, for safety purposes

This is contained in a statement issued by the Special Adviser to the Minister of Aviation, Mr Joe Obi in Abuja.

The statement read: 

"A Donnier 328 aircraft carrying Gov. Wamakko and other passengers from the Nnamdi Azikiwe International Airport, Abuja to Sokoto airport was diverted to Kaduna airport for safety and security precaution measure."

"This followed the near breakdown of law and order at the Sokoto Airport by an unruly crowd of Wamakko's supporters who broke the fence on their way to the tarmac, to welcome the governor.

"Effort by security personnel to prevent the breach of security and movement into the prohibited and restricted areas of the airport was met with stiff resistance from the crowd.

"Sensing that the security and safety of the governor and other passengers is in real danger, NAMA decided to divert the aircraft to Kaduna Airport to restore normalcy at the airport," 

The statement noted that the governor and other passengers on board had since returned and landed safely at the airport, after the crowd had been restrained from entering the restricted zone.

Source: NAN

Dana: Compensation per passenger, not per family

Aviation Nigeria

The Ministry of Aviation has rejected reports in the media that Dana Air is reluctant to pay family members of the June 3rd 2012 Dana air crash victims claiming compensation is per family and not per passenger.

A statement by the Special Assistant on Media to the Minister of Aviation, Joe Obi reads “Recently, we have come across disturbing reports in the media quoting some family members of the victims of the Dana air crash of June 3rd, 2012 to the effect that the airline is reluctant or unwilling to pay mandatory compensation to legitimate victims’ families per passenger”

“The reports suggest that Dana airlines, in instances where more than one family member was a victim of the crash, allegedly said it is paying compensation per family, not per passenger as required by law and extant local and international Civil Aviation Regulations.

“For the avoidance of any doubt, compensation for air crash victims is per passenger, not per family. In situations where several family members are victims, as is the case with the Dana crash, compensation is to be paid according to the number of persons involved and not per family as is being alleged against Dana Airline in some media reports. Neither Dana, nor any other airline for that matter can alter this rule.

The Aviation ministry noted that “Specifically, Section 48(3) of the Civil Aviation Act of 2006 provides that in any case of aircraft accident resulting in death or injury of passengers, the carrier shall make advance payments of at least US $30,000 within 30 days from the date of the accident to the natural persons or such natural persons entitled to claim compensation.

“Additionally, Article 17 of the Convention for the Unification of Certain Rules for International Carriage by Air, under the Second Schedule to the Civil Aviation Act of 2006, holds the carrier liable for damage sustained in case of death or bodily injury of a passenger.

It further stated that “Article 21 of the Modifications to the Convention for the Unification of Certain Rules Relating to International Carriage by Air, under the Third Schedule to the Civil Aviation Act of 2006, commands the payment of the sum not exceeding 100,000.00 United States Dollars for each passenger in case of death.

The statement reiterated that compensation is to individual passengers; “Note that the operative words are ”each passenger”. It will therefore be a violent violation of the law for any airline to do otherwise”.

The Ministry warned the general public, especially family members of victims of the Dana crash to “disregard any rumour, excuse or explanation contrary to the foregoing”.

Meanwhile, the Ministry of Aviation is working with Dana Airline and the Insurance companies to resolve all lingering issues and expedite the process of payment of full compensation to legitimate family members and Next of Kin of the victims.

NCAP: Beyond comfort, rethinking safety of private aircraft owners

Aviation Nigeria

by Tahir Sherriff

Private jets are fast and wonderfully convenient. They can access hundreds of airports throughout the world, making it possible to go places you just can’t get into on large commercial aircraft. But there is also the downside.

Many were held spell bound at the awful fate which befell former Governor of Taraba state Dan Baba Suntai. Some refer to it as an act of fate, a plan by enemies or a will of God. For others however, like professionals in the aviation industry, it is a simple case of airline safety regulation violation.

There have been a string of irregularities by airline operators as well as agencies offering aviation services. The irregularities could be trivial, such as pilgrims complaining of having their seats sold out. Or in some cases complex, like controversies on whether the responsibility for the Helicopter crash which led to the death of Governor Yakowa of Kaduna state should have been allotted to the Ministry of Aviation as against the Nigerian Navy.

In a bid to ensure coordinated safe and secure airline operations in Nigeria, the Federal Government issued the National Civil Aviation Policy, 2013. A policy which the the Federal Government maintains is designed to provide a platform for the way forward and future prospects of the aviation industry.

The policy however has caused media up-roar, especially when representatives of private jet owners like Globalcom giant Mike Adenuga, Global fleets Jimoh Ibrahim, as well as business tycoons Aliko Dangote and Harry Akande have began to scrutinize for loopholes and clauses within the policy which may result in a conflict of interests.

A key area which has requested clarification in the recent policy is a series of clauses that have been interpreted as a move by the Federal Government to ban private Jet owners from carrying friends and relatives, with requests on clarification to which a response by the Federal Government is still being anticipated.

However it must be noted that the National Civil Aviation Policy, 2013 deals with issues beyond the interests of private jet owners. Issues relating to aviation financing, aviation training and development, safety regulations, as well as liabilities arising from crashes and related occurrences were key concepts tackled in the preparation of the policy. A majority of these adjustments have become necessary in the wake of new developments in the aviation sector.

Such policies are also not new, and in most cases are not for the short-run comfort of a few but for the safety of the majority in the long run. Notable in the US are policies requiring fingerprint-based background checks on pilots, as well checking passenger names against a government watch list and restricting what items may be carried onto the airplane.

Aviation regulations are key to the proper functioning of the industry. They help agencies required to not only run more efficiently and effectively, but also cut down unnecessary risk that may lead to loss of lives. They help to solve complex issues like working out legal knots in lease agreements as well as requesting simple information such as: Where the plane is flying, air traffic control, the type of plane, the age of the plane, the experience and training of the pilots and crew, weather conditions, plane and equipment maintenance as well as company procedures and policies.

Dan Baba Suntai was a Private Jet Owner. Like many private jet owners in Nigeria, he was not operating under prescribed regulations. He was fatigued, the weather was hazardous  the flight was un-scheduled and the timing was bad. There was a breach of several regulations resulting to complications for not just the people who were in the aircraft on that fateful jet that day, but also Taraba state and Nigeria in general.

The National Civil Aviation Policy, 2013 may require further clarification by the government as well as aviation professionals who participated in its drafting, in ways that will be clearer to stakeholders. However it must remain clear that the aim of the policy lies beyond the comfort of private jet owners.

Aviation Policy aims to build a stronger sector –Minister

Aviation Nigeria

The Minister of Aviation Stella Oduah has said the main thrust of the 2013 New Civil Aviation Policy, NCAP is to develop strategic plans to build a stronger, dynamic and liberalized aviation sector that will meet present and future challenges in the sector.

The Aviation minister disclosed this at the Public Presentation Friday of the 2013 NCAP, she said “the goal of government is to put in place an Aviation sector that delivers socio-economic benefits to Nigerians”.

She recalled that “in November 2012 the Ministry of Aviation in line with the Transformation Agenda of President Goodluck Jonathan inaugurated a technical review committee to develop a sustainable policy framework for the Nigerian Aviation Sector”.

The technical was composed of experts from both private and public sectors of the Aviation industry.

Princess Oduah mentioned that the review exercise became necessary as the NCAP was last reviewed in 2001 and the global and local aviation industry has experienced safety and security challenges as well as technological developments.

The policy review exercise revealed that the Nigerian Aviation industry needed to be restructured to enable it drive economic growth for the country as well as remain globally competitive.   These objectives, the minister noted will be effectively achieved through greater participation of the private sector in the Nigerian Aviation industry.

“The Federal ministry of Aviation is therefore repositioning the industry to be largely driven by the private sector” said the Minister.  She added that the policy review exercise clearly showed that the government’s vision for dynamic, self-sustaining air transport system is achievable.

Princess Oduah said she was pleased to present the reviewed NCAP and urged all stakeholders to join in its implementation emphasizing that “the Federal government of Nigeria is conscious of the fact that sustainable implementation of this policy is would require the collective participation of all stakeholders in the Nigerian Aviation sector”.

Nigeria will continue to play key roles in African aviation - FAAN

Aviation Nigeria

The Nigeria aviation industry will continue to play key roles in aviation development in the continent as demonstrated by its massive infrastructural investment in airport developments.

This was stated by the Managing Director of Federal Airport Authority of Nigeria, FAAN, Mr. George Uriesi while speaking to newsmen at the meeting of the Airports Council International, African region, holding in Morocco.

According to a statement by the FAAN General Manager, Corporate Communications Yakubu Datti, “Mr. Uriesi who spoke passionately on the remodeling project going on in Nigeria said aviation holds the key to enormous opportunities for massive economic growth and development in the region.

He elaborated on the designation of airports as regional hubs to maximize their potentials and that the development of cargo ports is aimed at opening up the country to benefit from its full potential as an Agro-allied economy.

According to the MD, “the obstacle removing leadership provided by the Nigerian Minister of Aviation, Princess Stella Oduah has re-positioned the country as a serious global player ready to occupy its pride of place”.

He said the conference falls within the framework of the initiative launched by ICAO and ACI to promote safety and has allowed stakeholders to contribute proactively to the requirements of a safe and secure air transportation system. Furthermore, the conference is meant to sensitize participants on the importance of runway safety and the importance of collaboration among all stakeholders in the air transport chain.

The statement also noted that 2 directors from FAAN, Capt Henry Omeogu and Hajia Salamatu Eluma, in their presentations gave useful insights to progress made in FAAN and Nigeria in general. Mr Peter Onyeri while delivering a paper on runway safety, enumerated on the efforts and strategies for a sustainable safety in the African sub region.

The ACI Africa which is referred to as the voice of African airports leads represents and serves the African airport community, has membership of 50 African countries in the sub region.

The conference was supported by major industry players namely, the International Air Transport Association (IATA), the International Federation of Air Traffic Controllers’ association (IFATCA), the Civic Air Navigation Services Organisation (CANSO), the Flight Safety Foundation (FSF) and other organizations of the air transport industry.

Foreign airlines awaiting winter approval for flights into Nigeria

Aviation Nigeria

Aviation stakeholders have raised concerns on the circumstance that may face foreign airlines flying into Nigeria as they are yet to have their summer schedule approved, five days after the commencement of the summer season on March 28, 2013.

Aviation experts opine that the international position would deem flights into other countries without getting approval for its winter and summer seasonal schedules from the host countries, would be considered illegal.

The development has also generated concerns among the foreign airlines’ executives and top officials of the Ministry of Aviation, who felt that any further delay might force some of the carriers to consider halting their flight operations into the country so as not to find themselves in an unpleasant situation.

Reports indicate that most of the airlines’ winter schedules expired between March 28 and 31, as regularly placed on each carrier’s schedule.

The approval is usually given days ahead of the expiration of the current season’s schedule in order to avoid a situation where an airline has to ground its flight operations while waiting for approval.

Although most of the foreign airlines have begun implementing their winter schedule, which has yet to be approved by the Ministry of Aviation, a number of them are, however, worried that the delay in the approval process may put them in an unpleasant situation.

A country manager of one of the foreign airlines, who spoke to our correspondent in confidence because of the sensitive nature of the subject said, “This has not happened in a very long time. So, that is why we are worried. The approval comes usually days ahead of the commencement of the new season’s schedule.”

The financial implications of not getting approval for the schedule before flying is that in the event of a crash or major accident, insurance companies can refuse to pay compensation to the affected airline and its passengers as such flights would be regarded as an illegal.

Approval is conventionally issued by the Minister of Aviation on the recommendations of the Schedule Approval Committee comprising officials from the Federal Airports Authority of Nigeria and Nigerian Civil Aviation Authority, and the Ministry of Aviation.

Special Assistant (Media) to the Minister of Aviation, Mr. Joe Obi, said the Minister of Aviation had not refused to approve the foreign airlines’ summer schedules, adding that they would be approved as soon as possible.

Calabar Airport designated for Agro-Perishable cargo terminal

Aviation Nigeria

The Margaret Ekpo International Airport, Calabar, in Cross River State has been designated as one of the nation’s Agro-Perishable cargo airport in the country in line with the Aviation Ministers Cargo Perishable Initiative.

The Director Cargo Development, Federal Airport Authority of Nigeria (FAAN), Mr Roland Ofule, disclosed this to the Acting governor of the state during a courtesy call at the governor’s office in Calabar.

Mr Ofule remarked that over the years, local farmers face the challenge of access to markets, reasoning that the initiative will allay their fears and encourage them to be more productive thereby boosting the economy of the state and nation at large and stressed on the need for farmers to be properly educated on this initiative.

The Acting governor of Cross River, Mr. Efiok Cobham appreciative of the choice of Calabar Airport for driving the Federal Governments transformation agenda.

He contended that, this would enable aircraft with bigger tonnage ply the airport without hitch as well as enable the airport function optimally to meet up its new status as a cargo airport.

At some farms, to find out farmers view about the initiative, it came to them as a surprise, after much explanations, it was glaring that they can’t wait to have all their farm produce especially the perishable ones being sold right there in their farms after cultivation.

ABUJA GAT: A product of unwavering efforts - Uriesi

Aviation Nigeria

By George Uriesi

Today’s event is of great significance because it marks the formal commencement of general aviation services at the Nnamdi Azikiwe International Airport since its inception in the early 80s, even though it is the second busiest airport in the country, after the Murtala Muhammed Airport, Ikeja. 

The airport has had to contend with decaying infrastructure and obsolete facilities that belied its position as the second busiest in the country, apart from being situated in the nation’s capital city. What was then the airport’s domestic terminal operated both scheduled and non-scheduled flights using the same tarmac and terminal facilities.

The resultant congestion did not augur well for efficient service delivery hence the need to separate the services into two terminals. Domestic flight operations were transferred to a wing of the international while the old domestic terminal was to be remodelled to serve as the General Aviation Terminal, for more efficient service delivery.

This new arrangement was made possible by the advent of airport remodelling project initiated by President Goodluck Jonathan and vigorously pursued by the Honourable Minister of Aviation, Princess Stella Adaeze Oduah, who has not relented in reminding all of us that implementing the project to the letter is a task that must be done. Today’s commissioning of this new General Aviation Terminal is a product of her relentless effort.

We are happy to inform you that the Authority is bracing up for more commissioning ceremonies in the next few months because work on the remodelling of the other terminals under phase I of the airport remodelling project is nearing completion in Benin, Owerri, Yola, Kano, Enugu, Port Harcourt, Kaduna, Calabar and Jos. 

You may also wish to recall that the reconstructed Domestic Terminal I (formerly GAT) of the Murtala Muhammed Airport, Ikeja was commissioned in October, last year.

Work on the remodelling of this new General Aviation Terminal started in October, 2010 and was completed early this month. 

The project entailed the expansion of the old domestic terminal and its conversion to a general aviation terminal for non-scheduled flights. The new terminal has a full complement of modern terminal facilities including check-in counters, shops, offices, duty rooms, conference center, dining room, kitchen, security screening machines and lounges, including a separate lounge for pilots.

By today’s commissioning, scheduled and non-scheduled flights at the Nnamdi Azikiwe International Airport will take place at two different terminals, creating opportunities for huge improvement in service delivery by FAAN and other service providers in the aviation industry. 

is our hope that the completion of the first and second phases of the airport remodelling project will transform Nigerian airports into a haven for viable private investments. We hereby invite all well meaning investors to join hands with Government to hasten the fulfilment of this dream.

We wish to thank our dear President, Dr. Goodluck Ebele Jonathan for believing in the potential of the aviation industry to make Nigeria great and for matching this belief with action, through the formulation of the Transformation Agenda for the industry. We also owe deep gratitude to the amazon of the industry, Princess Stella Adaeze Oduah for her doggedness in realising the vision of the President for the industry. 

The airport remodelling project and other programmes for the industry would have remained mere paper work without the assistance of the National Assembly which has encouraged us through their various committees on aviation. We are grateful, Your Excellency. 

We also thank other stakeholders, who have, in one way or another, made today’s event possible through their various contributions.

On our part as FAAN, we wish to assure all Nigerians, especially aviation stakeholders, that our airports can only get better. The recent restructuring of the Authority was designed to make us adapt to recent developments in the industry so that our services will not fall short of acceptable international standards, as set by ICAO and I know that this is achievable.

FG to regulate Importation Of Private Jets

Aviation Nigeria

The Federal Government may suspend the importation of private airplanes, helicopters and other lighter aircraft into the country. The Special Assistant (Media) to the Minister of Aviation, Mr. Joe Obi, has confirmed this development.

The suspension, which is yet to officially take effect was scheduled a few months ago, and will continue until the formulation of a new policy on importation of private jets and helicopters.

A new policy, currently being drafted by the ministry, would take into cognizance several issues regarding the importation of private jets into the country. The Aviation ministry is yet to determine when work on the policy would be completed and, as such, there was no definite date for the removal of the suspension.

Obi, however, stressed that the suspension did not affect the importation of commercial and passenger jets being used by domestic airlines.

He said, “The domestic airlines are free to bring in their normal passenger planes. But the suspension only affects private jets. The government is trying to work on a new policy for the private jet.

“You will agree with me that the current policy on private jets is old, and there is a need to renew it. Pending that renewal, all applications for importation for now will have to hold on.”

Obi also said, “There is no definite time for now. It depends on when the new policy is completed. Government is working on the policy. When it is completed, every body will be informed.”

Several applications for the importation of private jets, helicopters and other lighter aircraft had been piling up at the Aviation ministry for over four months now.

The Nigerian private jet market has been one of the fastest growing in the world lately. The sector has been witnessing tremendous growth since 2007.

However, recent developments such as the crash involving the Governor of Taraba State, Mr. Danbaba Suntai, led the Aviation Minister, to begin plans to properly regulate private jet and helicopter operations.

Opinion Post: RE: Another wrong move in aviation sector

Aviation Nigeria

The Punch newspaper of Friday, January 18, 2013 in its Editorial under the above caption was characteristically very caustic in its jaundiced appraisal and ‘analysis’ of the moves by the current aviation Minister, Princess Stella Adaeze Oduah to intervene ‘’directly’’ in the domestic operations of the local airlines in Nigeria. 

We grant The Punch, or any other newspaper in Nigeria for that matter its sacred right to hold and disseminate opinion, but we are totally averse to such opinion being expressed in the most deprecating manner! 

If the entire piece were to secure some converts to its avowed position that the private sector holds the key to all the problems in the aviation sector in Nigeria today, I sincerely doubt if any objective reader would be so convinced given the naked display of vitriol, bordering on plain hatred and utter dislike for the person of the Minister as expressed in that Editorial Opinion-which ought to be more elevated both in language and presentation. 

But ample evidence, not only in the aviation industry, but also in other sectors of the economy shows that the private sector is not the Holy Grail-in all situations, as The Punch wants us to believe. My brief does not include an exposure of past failed PPP arrangements in the country as I am pretty sure The Punch has the information at its finger-tips. 

It was however very convenient for The Punch to throw into the mix the successes in the Communications sector and the Seaports for its purposes.

Be that as it may, we like to take deliberate effort to state very emphatically that contrary to the views expressed in that piece to the effect that government, especially its intervention efforts in the aviation sector in the past have come to naught-and therefore no similar effort, regardless of the different circumstances can come to any useful purposes, is at best pedestrian. 

Like the Master Plan and Roadmap that was developed, for the very first time for the sector, the various intervention efforts by the present Minister are very well thought through. They are not a knee-jerk reaction to the challenges facing the sector.

To be sure, it is not true that Yakubu Dati, the spokesman for FAAN was the first person to break the news of government’s plan to acquire 30 aircraft to make up for the equipment deficit by domestic operators. 

Dati was only re-echoing what the Aviation Minister had personally disclosed in an interview with a national daily. My humble self had also, in an earlier Press Release made clarifications on the matter. 

But this is besides the question. It beats one’s imagination that a newspaper would make a blanket statement that ‘’it is inconceivable for this government to consider any further direct intervention with public funds’’ regardless of the circumstances. 

Without prejudice to the way and manner previous intervention funds had been utilized in the past, it is too reductionist for anyone to literally advocate a blanket ban on future intervention without looking at the merit of individual cases.

Of course, Princess Oduah has expressed strong reservations on the way and manner the Aviation Intervention Fund was utilized by beneficiary airlines. 

It will however be escapist to, on the strength of past failures, fold her arms and do nothing in the face of the critical needs of domestic operators for equipment (aircraft). 

The decision to acquire these equipment was therefore not only well thought through, but also a product of wide consultations with stakeholders and the flying public which desires brand new, safe, and efficient aircraft. 

To avoid pitfalls of the past, with attendant allegations and counter-allegations of misapplication of fund, the Minister now opted for the safe option where physical cash would not be doled out to any operator. 

And for emphasis, these equipment would not be given out for free to any airline operator-there would be stringent conditions that potential beneficiaries must meet in order to qualify as a beneficiaries. 

One of such conditions would be ability to refund (bank guarantee). 

This way, government investment would be secure, while at the same time meeting the challenge of equipment deficit on the part of operators and the desire for newer, safer aircraft from the flying public. It is going to be a win-win situation. 

The point being made is that it is too reductionist and escapist to say that since previous direct intervention failed in the past, government must run away from it like a plaque! 

What anybody should interrogate is the modalities governing the current intervention effort, not a blanket ‘BAN’ as the Punch is advocating.

The Punch agrees with our position that much of the problems of the sector are ‘’fundamentally structural’’ requiring a ‘’thorough overhaul of the dilapidated infrastructure’’. 

Pitiably, since we do not hold the same view that the private sector holds the key to the solution of all these problems, the paper conveniently choose to be silent on the huge efforts-with tangible and verifiable results, that the present Minister has undertaken to tackle the challenges. 

For several decades, the infrastructure at the nation’s airports had been left to rot and decay. It took the current Minister less than 12 months to show that government can indeed achieve results when the leadership is right.

It is curious, but not entirely surprising that the Punch is mute on the dramatic turn of fortune for airport terminals across the country that today wear grandiose and edifying look; courtesy of the re-modelling Projects embarked upon by Princess Oduah.

The infrastructural rehabilitation and upgrade currently going on across all 22 federally –owned airports more than adequately answers The Punch query of inherited derelict facilities at the airports. 

And for over five years, the runway lighting on Runway 18L at the Murtala Mohammed International Airport (MMIA) were not installed. 

Just before Christmas of 2012, the lights came alive courtesy of the huge efforts of NAMA to boost air safety in Nigeria. 

The Punch does not think this deserves some mention too. To be sure, we do not ask for praise; since the Minister is only doing her job, but we insist that her modest efforts be acknowledged.

We realize, like The Punch that some of FAAN’S problems are ‘‘managerial and structural’’. But when in the last quarter of 2012, the Minister took the bull by the horns in her Institutional Reform Programme to re-position FAAN and other agencies under the ministry for higher productivity, efficiency and accountability, commentators took up arms against her, falsely alleging ethnic cleansing. 

The NCAA has also been strengthened to carry out its regulatory oversight. The least we expect of The Punch is an acknowledgement of this re-positioning exercise which has seen round pegs put in round holes. Instead, what we see is a rehash of the old mantra of ‘managerial’ problems!

Talking about government’s alleged failed efforts in the past is good. It is also good to be fair and balanced. As far as the aviation sector is concerned, PPP arrangement being spear-headed by The Punch has been a huge failure and disappointment. 

We do not need to mention the scandalous Concession and Lease Agreements in the sector in the past which literally sold out government and Nigerians’ equity in government property at a pittance. 

The present leadership in the sector does not intend to travel this treacherous road again. The new National Carrier which the Minister is championing will not be funded by the tax payer, it will be private-sector driven in terms of funding while government provides the framework, platform and enabling environment. 

Curiously, this does not meet The Punch’s minimum criteria and quest for Private Sector involvement in the growth of the sector as it has equally lampooned the initiative. 

"All the ill-thought-out schemes for state-sponsored national Carrier, buying aircraft and building new terminals are driven by corruption and will only serve as new conduits for filching government funds’’, the paper concludes. Haba, Punch! But we clearly understand. 

The paper wants government property and investments in the aviation sector to be handed over to Private Sector surrogates in the name of PPP and Concessions, but this is a long-travelled road. This Minister is not going there. 

Joe Obi is the SA (Media) to the Hon. Minister of Aviation. He contributed this piece from Abuja.

FAAN maintains its ownership on Airport land dispute.

Aviation Nigeria

The Federal Airport Authority of Nigeria(FAAN) has responded to claims regarding a land dispute between the Agency and concessionaires.

This was made through a press statement signed by the General Manager Corporate Communications, Yakubu Dati.

Dati stated that the controversial property which is being used as a temporary car park at the Murtala Mohammed International Airport is the sole property of the Federal Republic of Nigeria.

The statement read: 

" About a decade ago, a concessionaire had requested for land for the development of a hotel and such was granted. However the transaction was subsequently enmeshed in controversy which resulted in arbitration.

The arbitrator awarded damages to the said concessionaire while the land remained FAAN property.

The concessionaire cannot therefore exercise legal right over the land but can pursue their interest i.e. monetary compensation as contained in the arbitrary award."

The statement is a quick response in the wake of disputes between the agency, and A.I.C Limited a company owned by Chief Harry Akande.

Yakubu Dati reminded the general public that the on-going development around the airport environment is for the general benefit of all and therefore overrides any personal or group interest.

Opinion Ed: Joint National Assembly Report on Dana Plane Crash & Sundry Issues, Facts and Fallacies

Aviation Nigeria

As a matter of background, it is noteworthy that after successive air disasters between 2005 and 2006, Nigeria embarked on an aviation sector reform agenda.

Starting then in 2006, and until now, a tremendous amount of resources, hard work, labour and efforts have been committed to improving the sector.  While our current transformation agenda has closed many of the existing gaps, the sum total of all these years of tedious toiling is that, Nigeria’s aviation safety is record is now recognized and respected.

There is no better evidence of this than the unanimous outpouring of international endorsement of our efforts and encouragement after the unfortunate crash of Dana Airlines on 3rd June 2012.  Currently, Nigeria and this current administration have proudly attained the highest available standards in aviation.

We are currently not on the EU Blacklist, posses the ICAO Universal Safety Audit certification, and U.S. FAA Category-1 certification.   Even after the crash, our current reputation is enviable and exemplary in Africa.  Recently, ICAO sought Nigeria’s assistance with the possibility of sharing its experience in promoting safety with several other African countries.Aviation, by its nature is international.

Applicable standards and assessments are the same and centralized in internationally respected organizations such as ICAO.  In addition to this, this current administration has developed a strategic international partnership and investment focus.  As such, the Federal Ministry of Aviation has committed significant resources and time to presenting opportunities in our industry internationally and cultivating the serious interests that we are receiving.

The support of the Joint Committee on Aviation of both chambers in this aspiration and ensuring that, Nigeria is sending one clear, singular and positive message is critical and cannot be overemphasized.  The opposite is unthinkable and unimaginable.  It will at best, stagnate, but more realistically, diminish the industry and Nigeria.

Repeated published conclusions that the regulatory agencies and their officials are negligent or incompetent will carry an unintended consequence, which is not the objective of the Joint Committee.

It will undermine our national resolve and ability to accomplish the objectives we have set as a nation.  Further, it calls to question the judgment of professional, specialised and expert organizations such as ICAO, EU and U.S. FAA who have critically, analytically and professionally evaluated our sector and granted the certifications that we now enjoy.

It affects the credibility they have painstakingly developed and acquired when their assessment is that our agencies are competent and staffed by sufficiently skilled personnel, while our own elected leaders, come to a different conclusion.  This development send a very wrong signal internationally, as well as create fear and tension in the country.

I now wish to address specific Findings and Recommendations:

The Committee found that the NCAA did not comply with its own procedure for issuance of Airlines Operator Certificate to Dana Airlines.  With the greatest humility and respect to the distinguished Senators and Honourable Members, these types of considerations may be construed as political interference in safety regulations which the Senate President and Joint Committee at the beginning of it’s sitting and public hearing explicitly stated that it had no intention to do.

With due respect to the powers of the national Assembly to conduct oversight, a strict and intolerant construction of this exercise is certain to compromise our certifications and violate our international obligations.

The AOC process is perhaps the most intense, technical and comprehensive safety process the NCAA engages in.  It is a 5 phase process.  It includes flying the aircraft in demonstration flights for 50 hours without passengers in the 4th phase.

The only people on the aircraft are the crew and NCAA Safety Inspectors.  It also involves analysis of technical and other operational manuals and processes of the airline including number of crew and their qualifications and evidence of the plan or program for carrying out both light and heavy repairs on the aircraft of the airline.

The process is exactly the same for every airline.  The same process that certified Arik, is the one Dana went through.  After the crash, Dana has undergone the rigorous AOC re-certification.

The Report claims that, most NCAA inspectors are not licensed or type   rated on aircrafts.  It also recommends that the inspector who inspected and cleared the Dana Airlines aircraft that crash should be dismissed.

ICAO requirement for Aviation Safety Inspectors in CAAs is that they must posses aeronautical engineering degrees and completely aircraft manufacturer’s course on the various types of aircraft and engine operating in the country.

The NCAA fully complies with this.  These are key issues that were inspected and examined in Nigeria passing the ICAO Safety Audit and U.S. FAA Category-1.  Even persons who were previously maintenance engineers cease to be when they start working for the CAA.

The CAA’s role is safety oversight, not aircraft repair.  As a matter of fact, all CAA inspectors are prohibited from carrying out repair on aircraft or aircraft components.   Among NCAA safety inspectors include pilots type rated who flew MD-83.

Regulators are never type rated to do their work. They are type qualified after appropriate training.  NCAA has sufficient type qualified inspectors.   They are neither operational pilots flying commercially nor aircraft mechanics carrying out repairs on aircraft.

Most importantly, the practice of using Licensed Maintenance Engineers is archaic and only now limited to small and private aircraft.  The worldwide practice is to ensure that aircraft are maintained by Approved Maintenance Organizations (AMO).

For instance, Arik’s current and modern fleet is maintained by AMOs, specifically Lufthansa Technics.  Arik does not have specific employees who are licensed Maintenance Engineers type rated on Boeing 737-800.  This sometimes technical, but subtle industry nuances is the reason why there are centralized and globally accepted standards and organizations for making such critical assessments.

They are trained and experienced professionals and expert organizations who are trained Safety Auditors.  NCAA inspectors are sufficiently trained and their training empowers them to perform safety oversight.

It’s like saying a trained and qualified aeronautical engineer or airframe engineer is unqualified to speak about aircraft engine or airframe technology because he is not type rated on a particular aircraft, but the aircraft mechanic who is only trained to repair components of the engine of one type of aircraft is authoritative.

Its like saying an automobile engineer is less qualified to conduct oversight than a mechanic on a type of car or that an electrician who just wires and installs is more qualified to discuss design and compliance than an electrical engineer or that a bricklayer is better qualified on matters of structure and plan than a structural engineer or that a draughtsman who only draws plans is more appropriate than an architect on the building integrity.

Would an automobile engineer be unable to determine the efficiency or performance of an engine, because he is not certified to repair Volkswagen cars?

The Report does not fully capture and characterize the import of the law when it notes that the Director General of the NCAA is unqualified under the Civil Aviation Act, because he is not licensed or type-rated on any aircraft.

What the law requires in the section 8(2)(d) of the Civil Aviation Act, 2006 quoted is that the Director General shall be a person “who posses relevant and adequate professional qualifications, and have the qualification for at least 15 years”.

There is no provision in the law that requires the Director-General to be licensed or type-rated on any aircraft. However, and for the comfort of the distinguished and honourable members of the Committee, the current Director General is both a design, and maintenance engineer.

He is type rated on Russian aircraft, Ilushin 62, with NK-8 engines.  He has undergraduate, graduate (M.SC, Aircraft Maintenance Engineering) and doctoral degrees in aeronautical engineering (Massachusetts Institute of Technology).  In addition, he possesses professional qualifications, including senior membership of the Council of Registered Engineers (COREN) and American Institute of Aeronautics and Astronautics.

He is a Chartered Engineer of the United Kingdom and a Fellow of the prestigious Royal Aeronautical Society, which incorporates aeronautical engineers, helicopter association and licensed aircraft engineers.   He is also a Fellow of the Nigeria Academy of Engineering.

In addition, he holds several certificates for aircraft maintenance, airworthiness and training on a variety of engines including by Roll Royce, Pratt & Whitney, General Electric and U.K Civil Aviation Authority during a distinguished exclusive aviation safety career that has spanned over 40 years.

The Report states that Prestige, the insurance company is also owned by the Dana Group.  To the best of NCAA’s knowledge and based on our due diligence, Prestige is a legitimate insurance company.  It is an insurance company registered in Nigeria by the Corporate Affairs Commission and approved by NAICOM.  Prior to NCAA accepting the coverage to Dana as acceptable, NAICOM approved the product and for Prestige to provide it to Dana.

In addition, and for the further comfort of the Committee, there is evidence that both interim and final compensation to families of the Dana crash is in progress.  Some have not been paid because of the legal and tedious process of obtaining and verifying the appropriate personal representatives of the deceased through Letters of Administrations.

The NCAA has been providing active support in this regard and continues to interface with the relevant government authorities to expedite the issuance and verification of these vital legal documents.  Further, there was additional insurance by Lloyds of London, abundance of evidence of which exists.

The NCAA, NAICOM or DANA could have provided this evidence to the Committee if the Committee required it.  This evidence include evidence of consultations between the insurance companies and adoption of a resolution to pay the maximum liability limit of $100, 000 and evidence of payments to victims’ families.

The Report alleges that AIB and FAAN are ill equipped.  These technical determinations are also made by expert organizations that are created and trained for that purpose and posses the experience to make such assessments. There are professional organizations such as the Airport Council International (ACI) that are used worldwide for such assessments.

NCAA usually engages and liaises with these institutions for such assessments and would be happy to coordinate between the Committee and such organization to secure an assessment that is based on the globally accepted parameters.

As regulator, the NCAA is very familiar with the capacity of aviation agencies and believes there is always room for improvement, but, at the same time, they are not necessarily ill-equipped.

The Report notes that Dana Airlines had 14 air returns in almost 3 years.  Without context, this statement  could be misleading or incomplete.  Air returns are not necessarily an indication that the aircraft is not airworthy.

On the contrary, air returns are more likely to be a result of very strict safety standards that require an abundance of caution, including in situations that don’t rise to the serious failures that could fatally jeopardize the operation of flight.

It is a standard recommended safety precautionary measure.  After every single air return, NCAA Airworthiness Safety Inspectors physically clear the aircraft, before it is released back to operation.

The Report states that the MD-83 Aircraft has been phased out by the manufacturer.  The functional analogy of this is that since Toyota has started manufacturing the 2013 model of the Camry, then the 2012 model which is no longer being manufactured is phased out.

As an industry practice, aircraft manufacturers understand the business and expected lifespan of their equipment.  They always provide support for all equipment for the entire life of the equipment.  Boeing 737s started from the 200 series, and are now at the 800 series.

This lifespan has been over decades, yet the 200 series of 4 decades ago still get the same level of support as the 800s which only recently started production.   As it were, approximately 1,100 MD80 series (including MD83s) were manufactured, and over 800, of which 207 are MD-83s are still in active service today.

Specifically, MD83s are still in service in commercial airline and other fleets worldwide including, USA, Italy, Romania, Spain, Argentina, Greece, Denmark, Egypt, South Africa, Indonesia, Kenya, the United Nations and others.  Current operators range from the largest foreign and domestic truck carriers to new start-up airlines and charter operators.  Two of the three largest United States airlines; American Airlines and Delta operate MD83s currently.  American Airlines has 275 of the series in its fleet.  Delta has 117.

Further, 74 are operated by airlines across Europe. U.S Presidential candidate in the 2012 elections, Governor Mitt Romney used an MD83 manufactured in 1990 (same as Dana Air’s) for his campaign which required significant travel across the United States and as far as Europe and Israel.  

His running mate, Paul Ryan, used an older version of the MD80 series – a DC-9-32 aircraft which is 42 years old (same age as the candidate himself).  In Africa, Air Burkina and Air Mali use the MD80 series aircraft to ferry Air France passengers going to points beyond Ouagadougou and Bamako.

The Report alleges that the inspector who cleared the Dana Airlines aircraft that crashed should be dismissed for not having pre-requisite qualification.  The inspector in question’s credentials are attached.  He is qualified Safety Inspector.

He has a degree in aeronautical engineering and a Master of Science in Aircraft Design and Maintenance fro one of the most reputable schools in the former Soviet Union.

He has attended so many trainings, including training on the JT8D engine series of Pratt and Whitney which is an engine series family that the one on the crashed MD-83 had.   He is also one of a few who have succeeded in rigorous successive Boeing company trainings on a variety of aircraft  including certification on Boeing 767 which is a wide body aircraft manufactured by the same company and with even more advanced systems.

He has also had successive type qualification training on various aircraft types. The Report does not identify any inappropriate conduct by the inspector or the Director General who deployed the inspector.

Subsequent to its importation in 2008, the aircraft flew hundreds of hours and cycles, thousands of miles and carried several thousand passengers including 3 flights of approximately one hour each and several hundred passengers on the day, and prior to the unfortunate crash.

The Committee recommended that the current Director General of the NCAA’s tenure expired 3 months before the Dana crash on June 3rd. The DG of the NCAA serves at the pleasure of the President.

Further, the DG NCAA is the CEO of a major government agency with significant responsibilities, including to representing the Federal Government internationally and before other governments.  It is highly improbable that a person can serve, or continue to serve in such a sensitive position without the appropriate authority and approval of the Minister of Aviation, and the President.  

Further, during the public hearing, the chair of the Joint Aviation Committee addressed the issue of whether the Director General could properly respond to the committee’s questions as DG to the Minister of Aviation.  The Minister responded in the affirmative by clarifying that the DG is the duly appointed and current occupant of the office of Director General.

The chairman of the Committee as a senior government official and with the powers granted in the Constitution and the National Assembly Act can verify the validity or otherwise of the tenure of any other senior government official.

The chairman of the Committee has access to the Presidency and the Ministry of Aviation to secure relevant information and documentation to establish the tenure of the Director General.
   
The Report recommends that the Director General should be removed from office for negligence and incompetence. Gratefully, the NCAA that has been developed to a level of competence that has never been in its history.

What the Report characterizes as negligence actually demonstrates appropriate safety precautions and deployment of the right, skilled and qualified personnel in carrying out the functions of the NCAA.  The NCAA's AOC procedure is in line with regulatory requirements, international practice and ICAO standards.

Dana fully complied with these regulatory and international standards.  There is ample evidence that the MD-83 has not been decommissioned by the manufacturer.  It is currently in service worldwide including in Europe and the USA.

Finally, the entire report concludes that NCAA, FAAN and NAMA do not have sufficient well trained employees.  With respect and humility again, may we point out that expert and specialized organizations for this purpose have arrived at different conclusions.

We therefore implore the Joint Committee to support these and other agencies of the Ministry of Aviation in boosting the morale of the aviation regulatory and operational work force so that we together and in collaboration promote, not compromise safety.

Final draft of PBN submitted to NAMA.

Aviation Nigeria.

The final report of the Performance Base Navigation(PBN), a follow up to World Geodetic Survey(WGS-84) of the country's airports has been submitted to the Nigerian Airspace Management Agency(NAMA).

The report which is a a follow up to World Geodetic Survey(WGS-84) of the country's airports was submitted to the Managing Director of NAMA, Mazi Nnamdi Udoh on 12 January 2012 by the Country Manager of International Air Transport Association(IATA) Adefunke Adeyemi.

Pilots  flying into or within the Nigeria's airspace will now have to get themselves acquainted with Satellite equipment in their cockpit to be certified certified by NCAA upon installation by their individual airlines. 

PBN is helping the global aviation community reduce aviation congestion, conserve fuel, protect the environment, reduce the impact of aircraft noise and maintain reliable, all weather operations, even at the most challenging airports. 

It also provides operators with greater flexibility and better operating returns while increasing the safety of regional and national airspace systems.

IAC Ilorin to get fifteen new trainer aircraft

Aviation Nigeria

The Federal Government will provide fifteen new trainer aircraft to the International Aviation College, Ilorin. 

This assertion was made on Thursday 10 January 2012 by the Kwara State Governor, Alhaji Abdulfata Ahmed  during the government’s monthly public enlightenment programme tagged; ‘The governor explains.’

The Registrar of the college, Mr. Rasheed Aiyelabegan, also said was operating with four Diamond aircraft – two DA40 and two DA42.

Ahmed said the addition of the aircraft would boost the training and operations of the institution and assist it in achieving economy of scale so that its impact would be felt more by the people.

The governor described the college as a strategic training institution, which would reduce the shortage of aviation personnel in the country as well as make the state a hub of aviation training activities in Africa.

Ahmed said, “Our students are already flying. It is one of the very few such institutions in Africa today. Our people may not feel the direct impact, but it is just starting. We will begin to feel the impact of this school in terms of economic impact when we attain economic scale."

“By the grace of God, within the next two or three months, we will be getting additional 10 to 15 aircraft  that the school will require to expand to the level where we will begin to feel the economic impact indirectly in the state.”

Arik Air and Air Côte d’Ivoire may enter partnership

Aviation Nigeria.

Arik Air and Air Côte d’Ivoire are exploring the possibility of a partnership to resolve the challenges of intra-Africa connections.

The officials of Air Côte d’Ivoire, the new carrier in the French-speaking West African country, said they visited Arik Air to seek ways of exploring mutual partnership between the two carriers to resolve the problem intra Africa connections. The officials led by General Coulibaly Abdoulaye, who is chairman of the Air Côte d’Ivoire explained that the visit to Arik Air has afforded them the opportunity to learn how to run a service driven airline, which would become a model in Africa. He explained that the partnership would also equip the carrier with the strategy of achieving how to build a hub for the southern part of Central Africa, remarking that since the former regional carrier, Air Afrique collapsed, there had been no direct air link between Nigeria and Côte d’Ivoire. He further explained that the best model for building stronger airlines in Africa was through partnership among carriers, insisting that the visit to Arik Air has afforded the officials the window to obtain first-hand experience of running a service oriented airline.

Arik Air has announced various partnerships with West African countries – Leone Airways and Ghana Airways – over the past years, but none of the projects actually materialised, apart from the short-lived Arik Niger.

The Federal Government also appears to be restrictive in allowing other West African carriers to operate into Lagos or Abuja Airport. In recent years, now defunct Air Ivoire and Senegal Airlines were unsuccessful in obtaining landing rights, while Fly540 Ghana, Gambia Bird and Westair Bénin are still awaiting permission to start flights to Nigeria.

Aviation Minister promotes 66 NAMA AGM's to DGM's

Aviation Nigeria

The Minister of Aviation, Princess Stella Adaeze-Oduah  has approved the promotion of 66 Assistant General Managers in Nigerian Airspace Management Agency(NAMA) to the position of Deputy General Managers.

This was disclosed by the Managing Director of NAMA, Mazi Nnamdi Udoh on Friday 11 January 2013 during an interactive in-house chit-chat with middle and senior management officials of the Agency tagged "Happy Hour" in its headquarters,MMIA,Ikeja,Lagos.

Mazi Udoh enjoined the newly promoted officers to further put in their best so as to sustain the agency in its task of providing seamless air navigation services to its numerous and the continued safety of the country's airspace.

Mazi Udoh further enjoined those promoted to always imbibe the spirit cooperation in their day to day encounter with one another. 

Some of the newly promoted officers while expressing their happiness on their new status, commended the Managing Director for having recommended them to the Minister for promotion and that this is the first time in the history of the agency that such number of officers would be promoted at once.

The officers promoted are:

1. Charles Obi

2. Julius Ojewale

3. Damian Ejiogu

4. Fidelis Ogbonna

5. Samuel Madunagwu

6. Romanus Uche

7. Jonathan Olatunji

8. Emmanuel Onyebueke

9. Edwin Amaechi

10. Sylvanus Onu

11. Agnes Chinda

12. Akiniyene Mendie

13. Daniel Irhepono

14. Fatai Olanrewaju

15. Olusegun Obafemi

16. Francis Nwankwo

17. Ferdinand Anukwe

18. Mecha Kalu (who was posthumously promoted. He died in the June 3,2012 Dana plane crash)

19. Festus Aseghiemhe

20. Clifford Esoung

21. Anthony Omashor

22. Levi Nnadi

23. Joseph Ibe

24. Solomon Mbachu

25. Patric Ezike

26. Basil Omamogho 

27. Gabriel Nwosu. 

Others are-

28. Ahmed Ibrahim

29. Emmanuel Nwokodi

30. Cordelia Ekpott

31. Ndubuisi  Ihedioha

32. Silas Odo

33. Sunday Jonah

34. Kenneth Nworah

35. Chijioke Nwachukwu

36. Paul Ugadu

37. Josiah Ngwuta

38. Tijani Shahada

39. Akanji Awolade

40. Ephraim Maigida

41. Malumta Ali

42. Emmanuel Onyemaobi

43. Gabriel Yankaura

44. Abdul Yankaura.

The rest are: 

45. Charles Uwechi

46. Obiesie Egwim

47. Iliya Wakili

48. Lateef Olabanji

49. Moses Williams

50. Ademola Adebowale

51. Mansur Mohammed

52. John Tayo

53. Jude Ineh

54. Martin Akujuobi

55. Ademola Adeleke

56. Adebayo Kareem

57. Rafik Arogunjo

58. Robinson Ba'Azo

60. Haske Jibrin

61. Matthew Pwajok

62. Joshua Agbaje

63. Joy Umeh

64. George Amadi

65. Ifeanyi Ogochukwu

66. Edward Osimen.