Jul 16 2012
MEDIUM TERM (6 — 12 MONTHS)
70. Government should grant customs duty waivers on aircraft spares, engines and test equipment. This would reduce financial burden on the airlines. It would also encourage good maintenance practices since spare parts would be more easily available. It would also remove the extra delay occasioned by cumbersome custom procedures.
71. The Accident Investigation and Prevention Bureau (AIPB) in the Federal Ministry of Aviation should be well funded. Recruitment into the Bureau should be made from qualified and experienced professionals.
The Bureau blamed its current poor performance on inadequate funding and manning. To facilitate its role of providing information on previous accidents which would be used as a corrective input to the aviation industry, this problem needs to be urgently addressed.
Accordingly, government could consider making annual budgetary provisions to the Bureau. Furthermore, the Bureau could compile a list of experts, both serving and retired from which it can co-opt persons when needed to participate in accident investigations.
72. The Civil Aviation (Investigation of Accidents) Regulations should be amended to reflect the present status of the AIPB as well as make provisions for the setting up of an Accident Review Board whenever the need arises.
The Civil Aviation Regulations have not yet been updated to include the establishment and functions of the AIPB. The update is necessary to remove any duplication or ambiguity in functions of the AIPB and the NCAA in accident investigation and accident information dissemination.
73. Summaries of all Accident Reports should be available to aviation stakeholders, free of charge within 30 days of their publication. AIPB should work out an effective mechanism for dissemination of accident reports within the Aviation Industry. Furthermore, disagreements with the content of an accident report should be referred by the Honourable Minister of Aviation to an adhoc accident review board.
Aviation accident reports provide a major feedback to the industry on appropriate corrective measures. The reports should therefore be readily available especially within the industry. However, accident reports are not sacrosanct. Provision should be made for an independent board to review appeals whenever the need arises.
74. NCAA should provide guidelines on Air Traffic Incident Investigation functions by:
(I) Ensuring that in all cases air traffic incident investigation complies with ICAO guidelines;
(ii)Government should provide terminal radars for the airports on 24-hour basis.
Total radar coverage
It’s requirement does not preclude government’s efforts on the Total Radar Coverage of Nigeria (TRACON) which is mainly for identifying – anywhere in the Nigerian airspace. Terminal radars are shorter in range and used for separation of aircraft in controlled airspace around the airport where air traffic is dense.
75. NAMA should install automated terminal information service equipment at the four major airports. This would relay pre-recorded information on weather and airfield conditions in arriving/departing aircraft, hence, reduced fatigue on air traffic controllers. It would also ensure accuracy of information.
76. NCAA should perform oversight functions in the area of aeronautical/MET and should position itself to carry this out. Meteorological services are not regulated as required by ICAO. NCAA when adequately staffed, should provide oversight for both services and personnel of NIMET. This would also encourage NIMET to remain proactive in its duties at all times.
77. NCAA should adopt regulations to codify and publicise the flights of consumers of all aviation services and take steps to protect their rights. NCAA/airlines should have a consumer complaint desk manned by a manager. This is a desirable practice to protect consumers. It would also bring the industry in line with current best practices. Consumer satisfaction would help expand air travel if properly handled since the current level of patronage is low, relative to the size of the population.
Critical phases of landing
78. NCAA should make it mandatory that all aircraft above 5,700kg should have detective device. This should provide additional warning to pilots at the critical phases of landing and taking off. 79. NCAA/AIPB should procure flight data recorder reading equipment. This would give them the capability to read flight data recorders at any time, not necessarily after an air crash. Thus, they may not necessarily rely entirely on pilot’s feedbacks to detect breach of flight operations or incidents that may not be reported in flight.
80. Relevant agencies should produce qualification-training manual for their various functions. This would improve the quality of training and provide background for NCAA to assess performance. The manuals would also be relevant for on-the-job training.
81. NCAA should expand its published requirements to include a licencing procedure for air traffic engineers/technicians and flight dispatches. This would not only ensure that standards are maintained but also enhance the career progression of these categories of staff. It would also boost their morale and performance on the job.
82. NCAA should set up ad-hoc Examination Review Board to consider cases of appeal on licences. This is to ensure speedy and dispassionate treatment of complaints. The composition of the board should reflect the type of licence examination in question.
83. NCAA should establish an effective Aeromedical Unit and appoint assessors from among its medical personnel. A medical assessor shall not be appointed as an authorized medical examiner at the same time and vice versa. This is to ensure that medical reports of crew are reported dispassionately.84. NCAA should regulate developments around the airport. This is to ensure that the approach paths are cleared of obstacles. There are reported cases of obstructions by masts and high tension pylon/cable at the runway ends.
Presence of masts
The Task Force observed the presence of masts very close to the runways at Benin, Katsina and Calabar. This constitutes serious danger to flight operations and should be dismantled as a matter of urgency.
85. NCAA should develop and enforce regulations to minimise health hazards to airline workers. There is the need to establish and monitor standards for steady safe noise levels at airports especially hangars and workers. NCAA should also direct airlines and agencies to provide appropriate protective clothing and devices to their ground crew/technicians.
86. NCAA should review all safety procedures within the industry to encourage self policing and reporting. This would be enhanced by having regular meetings between the Director of Airworthiness at NCAA and Quality Assurance Managers of Airlines.
87. NCAA should ensure that operators meet either the FAA (USA) or Joint Aviation Authority (JAA) of the European Union (EU) standard during aircrew simulator training, and that appropriate fees are paid to avoid skipping some aspects of the training. The FAA (USA, and the JAA (EU) are the highest standards in the industry and if used as the basis for NCAA simulator training, would raise the quality of our flight crew re-currency training.
88. All agencies should institute regular and adequate continuous training of their staff to keep them abreast with new technologies/practices in the industry. This would enhance the knowledge base of staff on current best practices and boost their morale.
89 Government should gurantee the tenure of the chief executives of the aviation agencies. The completion of the tenure should be subject to good conduct and satisfactory performance. This would give the chief executive more confidence to resist outside interences.
90. NCAT should focus its attention to producing manpower to meet the areas where the industry is in dire need, in the next five years. These areas are:
I) Pilots (up to Airline Transport Pilot (ALTP) licence and including helicopter training)
II) Aircraft Maintenance Engineers
III) Air Traffic System Controller
IV) Air Traffic System Personnel
V) Flight dispatchers
Training on Human Factor/Risk Management should also be instituted. This would facilitate new entrants to the industry. It would also ease current manpower shortages in the medium and long terms, and provide for more orderly succession.
91. NCAT should commence refresher courses on basis instrument flying review of West Africa meteorology; use of Global Positioning System (GPS), Traffic Collision Avoidance System (TCAS) and around Proxinity Warning System (GPWS).
The Task Force observed that most of the crew have not updated their knowledge in these critical safety areas, mainly due to non-availability of training facilities in the country. NCAT is better positioned to run the course for the entire industry, and this would enable NCAA to monitor standards attained.
92. Government should raise the age limit for retirement of instrument staff at NCAT and some other Aviation Training Organisations (ATOs) to 65 years as is the case in tertiary institutions. This would guarantee a reasonable period of service for highly trained professionals; more so, as there are no younger ones to succeed them.
91. Government (Federal and State) and Airlines should sponsor students into NCAT. A major problem of NCAT is low patronage. This problem of low capacity utilisation can be immediately addressed by Federal, State and Corporate sponsorship of students to the College.
92. NCAT should introduce modern instructional methods. This should include the instructional system development (ISD) methodology of ICAO TRAINAIR programme, and various computer-based training system. This would improve the quality of training at the college.
93. NCAA should revise its budgetary process. The revision should provide for budgets remaining uncommitted to be cancelled at the end of the quarter following the year to which they relate. There should be a defined procedure for budget set-offs. This would prevent abuse.
94. NCAA should comprehensively overhaul its contract procurement procedures, and this should be made known, embedded and complied with throughout the organisation. The procedures should set out the contract cycle from award through to execution and completion. The accoutability and actions of the parties involved and the relevant reporting systems should be spelt out.
Contracts should only be awarded to contractors who have the technical and financial capability to execute the work. Contracts should only be awarded where budget cover is available and funds are on hand. Furthermore, to ensure that price verification is carried out before the award of contracts, NCAA should expand the membership of its Project Monitoring Committee to include Internal Audit and Commercial Department.
95. NCAA should correct and stabilise its accounting system. The full implementation of SAGE Accounting Package should be viewed as a matter of high priority. Part of the implementation problems arose because users were not properly involved in the specification for the set up of SAGE Accounting System such as the control parameters, charts of account, systems test results and financial opening balance.
96. Aviation Agencies should make concerted efforts to recover debts owed themselves NCAA would need to recover a debt of appropriately N2.6 billion.
This represents debt due from local and international airlines for remittance of five per cent ticket sales and cargo charges (TSC). Recovery of this debt would help meet some requirements of the Agencies preparatory to the ICAO audit in November 2006.
97. NCAA should instruct its line management to take corrective action on a prompt basis on internal audit recommendations. The internal audit should be given a higher profile in the organisation. Internal audit reports and observations are often ignored. Also, the Head of Audit should report to the DG and not to Dirctor of Finance.
107 Government should revisit the whole issue of the aircraft (5N AVK) sent to South Africa for repairs by NCAA. This is to ensure that value for money on the contract is received as well as to recover any money lost as a result of splitting of the contract. The repair of aircraft in South Africa is a worst case of project splitting as all the three companies are owned by the same person.
108. FAAN should review its budgetary process. The budget should be integrated with the rolling plan to enable the achievement of the plan objectives. The creation of this linkage would ensure that the plan receives the necessary support. To be continued
Viewed 690 times by 232 viewers0 Latest Posts
- We ‘re cause of our problems in the North – Sultan
- Tukur dares govs, replaces Oyinlola
- First Lady Off to Germany for Medical Check-up
- Court Remands Kaduna Deputy Speaker in EFCC Custody
- Recruitment: Labour Faults Power Ministry’s Move to Engage HR Consultants
- Police Foil Attempt to Defraud Kano of N300m
- Missing key stalls Ikuforiji’s trial
- Ogun recruits 725 into state public service
- Govs demand role in helicopter crash probe
- How Ajimobi won 2011 Oyo gov poll – Tokyo