IATA made this known through its 2023 Annual Safety Report for global aviation. It said Aviation continues to make progress on safety with several 2023 parameters showing “best-ever” results.

It however noted that there were no hull losses or fatal accidents involving passenger jet aircraft in 2023, although there was a single fatal accident involving a turboprop aircraft resulting in 72 fatalities.

According to Willie Walsh, IATA’s director general, “2023 safety performance continues to demonstrate that flying is the safest mode of transport. Aviation places its highest priority on safety and that shows in the 2023 performance. Jet operations saw no hull losses or fatalities.

2023 also saw the lowest fatality risk and ‘all accident’ rate on record. A single fatal turboprop accident with 72 fatalities, however, reminds us that we can never take safety for granted.

He noted that two high-profile accidents in the first month of 2024 show that, even if flying is among the safest activities a person can do, there is always room to improve. This is what we have done throughout our history. And we will continue to make flying ever safer,”

The report also noted that the accident rate in Africa improved from 10.88 per million sectors in 2022 to 6.38 in 2023, better than the 5-year average of 7.11.

In 2023, whilst there were no, no fatalities. This region has had no jet hull losses or fatal accidents since 2020.

Additionally, 2023 marked the fifth occurrence of Africa reporting zero fatal turboprop accidents, with the first instance recorded in 2015.

Under the focus Africa initiative, IATA introduced CASIP to enhance aviation safety in Africa. CASIP efforts are continuing to partner with states to increase the implementation of ICAO Standards and Recommended Practices (SARPs).

The Global Aviation Safety Plan (GASP) as well as the AFI Regional Aviation Safety Plan for Effective Implementation (EI) of ICAO ISARPs have increased the minimum SARP implementation threshold to 75% or greater (from 60%). Only 12 of Africa’s 54 states meet this new threshold indicating the need for significant improvements.

The report also further revealed that 19 accidents involving IOSA members led to no hull losses or fatalities, “IOSA registered carriers recorded no hull losses or fatal accidents in 2023. Since 2005, the all-accident rate for airlines on the IOSA registry is almost three times better than for non-IOSA airlines.

This sustained performance demonstrates that the implementation of global standards improves safety.

With IOSA’s recent transition to a risk-based model focusing on pertinent safety risks while maintaining a baseline of safety, IOSA will become an even more powerful tool to help airlines and regulators maintain and improve very high levels of safety performance.

Accordingly, the accident rate in North America rose from 0.53 per million sectors in 2022 to 1.14 in 2023 but remained better than its 5-year average for the region of 1.21. The largest proportions of accidents in 2023 were related to landing gear collapses.

The accident rate in Asia-Pacific:  increased from 0.56 per million sectors in 2022 to 0.78 in 2023, but was better than the 5-year average for the region of 1.06.

The fatality risk rate per million sectors rose for Asia-Pacific operators from 0.00 in 2022 to 0.16, owing to the fatal accident in Nepal in January 2023, which was due to loss of control in flight.

The accident rate improved from 1.30 accidents per million sectors in 2022 to 1.16 in 2023 and was also better than its 5-year average of 0.96.

While no accidents were related to Global Navigation Satellite System (GNSS) interference, it has emerged as a critical area of concern in the region.

The body however recommended a strong safety culture within the aviation industry is essential for continuous improvement in all aspects of operations.

Creating an environment that encourages the transparent and timely reporting of incidents and accidents is essential to be able to identify systemic issues and prevent future occurrences.

The plane had arrived from Ebonyi Airport in Abakaliki with approximately 50 passengers on board.

According to Achilleus-Chud Uchegbu, the Head of Corporate Communications for the airline, the aircraft landed safely but was unable to complete its move to the apron off the runway.

Fortunately, all passengers disembarked safely and were transported, along with their luggage, to the arrival hall.

The Federal Airport Authority of Nigeria, UNA engineers, the Nigerian Civil Aviation Authority (NCAA), and the Accident Investigation Bureau (AIB) were notified and present at the scene.

The airline assured the public that it maintains strict safety standards and will continue to prioritize passenger safety.

The ground-breaking event has sparked a series of controversies, with Nigerians questioning the motives behind unveiling the airline in the final days of President Muhammadu Buhari’s tenure.

Of greater concern is the decision to float a rebranded 10-year-old aircraft as part of Nigeria Air’s debut. While Minister of Aviation Hadi Sirika, who has been involved in the project for several years, did not explicitly confirm the age of the aircraft, Nigerians have raised this query.

In November 2021, Sirika did mention that Nigeria Air would initially operate with three wet-leased aircraft. A wet lease involves hiring an aircraft that includes both flight crew and, at times, fuel.

The timing of the airline’s launch and the choice of a potentially older aircraft have fueled speculation and raised eyebrows among the public. As the controversies persist, Nigerians seek clarity on these matters from the government.

What Findings Show

After examining the recent flight data on Flight Radar Tracker, it has been confirmed that the aircraft introduced in Abuja is at least a decade old, as disclosed by Kelechi Deca.

Deca explained, “I had asked someone to note down the registration number of the aircraft that arrived in Abuja bearing the name Nigeria Air. However, while waiting, I came across the number in another post, prompting me to conduct a quick search.”

TechEconomy analysis of Flight Radar Tracker as revealed by Deca shows that the aircraft in question is a Boeing 737-860 Max with the registration number ET-APL and mode S Q4005C. Its serial number is 40965/4075, and it has an age of 10 years and 8 months.

Its inaugural flight took place on June 22, 2012, under Ethiopian Airlines. That same aircraft that was celebrated in Abuja later operated under the name Malawi Airlines starting February 16, 2014. It was subsequently returned to Ethiopian Airlines on August 12, 2015.

On May 26, 2023, it appeared with the Nigeria Air livery, although the ownership did not change.

The aircraft’s status is listed as active, with its last activity recorded 4 hours ago. The last known location is Abuja, Nigeria.

The Lifespan of an Aircraft

Given that the aircraft floated by Nigeria Air is approximately 10 years old, it would have an estimated remaining lifespan of around 20 years, based on the average operable life span of 30 years for aircraft.

However, it’s important to note that the specific lifespan of an aircraft depends on various factors, including the type of aircraft, its usage, maintenance, and technological advancements.

For instance, a Boeing 747 typically endures around 35,000 pressurization cycles and flights, which translates to roughly 135,000 to 165,000 flight hours. After approximately 27 years of service, metal fatigue begins to set in, leading to the retirement of most 747s.

Regular inspections, maintenance, and safety checks are standard practices to ensure the airworthiness and operational longevity of aircraft. Ultimately, retirement decisions are influenced by factors such as safety, efficiency, and the economic viability of keeping the aircraft in service.

Who owns Nigeria Air?

The Ethiopian Airlines (ET) consortium, which emerged as the preferred bidder for Nigeria Air, holds a 49 percent stake in the company, according to public disclosure made in 2022.

However, other reliable sources state that the Nigerian government’s ownership is limited to just 5 percent, while three other Nigerian groups collectively own 46 percent of the shares.

During the launch event, the Minister emphasized the partnership between Nigeria Air and the Ethiopian Airlines consortium, highlighting the aim to establish connectivity between the markets of both countries.

It is important to note that the 5 percent ownership by the Nigerian government does not imply that Ethiopian Airlines solely owns the airline.

This situation is comparable to British Airways, which is 100% owned by IAG, an Anglo-Spanish airline consortium. Similarly, the Government of Canada owns around 6.4% of Air Canada, with the majority ownership held by entities like the Vanguard Group, Inc. and U.S. Global Investors, Inc.

Flight Demo

As part of the process to commence full operations, the Nigerian Minister of Aviation, Sirika, announced that a demonstration flight for Nigeria Air would soon take place.

Expressing the significance of this infrastructure in the general aviation sector, Sirika highlighted the airline’s suitability for Nigeria’s dynamic market and geography.

Nigeria Air Limited, a legally recognized entity formed through a partnership between Nigerian and Ethiopian entrepreneurs, has been on a long journey since its inception in 2016. Despite challenges along the way, Sirika expressed optimism for the future of the airline and its positive impact on the country and its people.

Regarding the commencement of flight operations, Sirika explained that the Nigerian Civil Aviation Authority (NCAA) sets specific conditions for establishing an airline. The demonstration flight serves as a crucial step to showcase the airline’s capabilities, with the duration typically ranging from 0-40 hours. Once the NCAA provides its approval, the airline will proceed with its operations

35 Aircraft in 5 Years

Furthermore, the Minister outlined the long-term vision for Nigeria Air, stating that it aims to acquire a fleet of 35 aircraft over the next five years.

However, he emphasized that the process would be gradual, with aircraft being added progressively rather than all at once.

While the government holds only a five percent stake in the airline, it intends to eventually make the remaining shares available to the public for sale.

Sirika also specified that Nigeria Air would initially focus on domestic flights, utilizing Boeing 737 aircraft for their capacity.