NAMA In-House Unions Call For Adequate Funding Of NAMA
The various in-house unions in Nigeria Airspace Management Agency (NAMA) made up of Air Transport Services Senior Staff Association of Nigeria (ATSSSAN), Association of Nigeria Aviation Professionals (ANAP) and AUPCTRE have called for adequate funding Of NAMA as a critical national aviation infrastructure.
The unions in a statement reacted to a publication credited to the Joint Action Committee (JAC) of the Nigeria Civil Aviation Authority (NCAA), calling on the Federal Government to privatize or commercialize NAMA). The unions expressed “deep disappointment and serious concern, not merely because an opinion was expressed, but because of the magnitude, sensitivity and far reaching consequences of such a recommendation coming from representatives operating within Nigeria’s aviation safety system. At a time when the aviation industry requires professionalism, technical understanding, collaboration and collective commitment to protecting national assets, it is unfortunate that representatives within a critical aviation regulatory institution would advance a position that appears not to fully appreciate the strategic importance, security sensitivity and international obligations associated with Air Navigation Services (ANS). Such a recommendation raises serious concerns about the level of understanding of the responsibilities entrusted to stakeholders within a safety-critical aviation environment.”
They argue that “NAMA is not an ordinary commercial organization created primarily for profit generation. NAMA is a strategic national institution responsible for the safe management of Nigeria’s sovereign airspace. The Agency manages and protects some of the most critical operational infrastructure and aviation information systems, including: Aeronautical databases and Aeronautical Information Management (AIM) systems; Aeronautical charts and airspace structures, Instrument flight procedures and navigation information Communication, Navigation and Surveillance (CNS) infrastructure, Air Traffic Management (ATM) systems, Aircraft surveillance and operational information, Critical systems supporting civil aviation operations, emergency coordination, and national security interests.
Beyond these responsibilities, NAMA also performs highly specialized and cost-intensive safety functions that are fundamental to protecting the flying public. Among these responsibilities is the flight inspection and validation of air navigation systems and instrument flight procedures, including Instrument Approach Procedures, Performance-Based Navigation (PBN) procedures, Required Navigation Performance (RNP) Approaches, Standard Instrument Departures (SIDs) and Standard Instrument Arrivals (STARs).
These procedures cannot simply be designed, published and deployed without comprehensive safety assurance processes. They require validation to confirm waypoint accuracy, obstacle clearance, navigation database integrity, procedure flyability, communication coverage and overall operational safety before aircraft operators can rely on them. Every RNP Approach, SID, STAR and other critical flight procedure must undergo the required validation processes to ensure that published information corresponds with real operational conditions and provides the required level of safety for pilots, airlines and the flying public.
Flight inspection and validation involve specialized aircraft, advanced onboard systems, highly trained professionals, equipment maintenance, technical expertise and significant financial investment. This single responsibility alone represents a major cost burden, yet it remains mandatory because in aviation, safety must always come before cost. Therefore, any discussion about NAMA’s funding must recognize these enormous obligations. The Agency is not merely collecting revenue. It continuously invests in invisible but critical safety layers that ensure safe flight operations. To suggest that these strategic responsibilities should simply be transferred to private commercial interests without fully considering sovereignty, safety and security implications demonstrates a disturbing misunderstanding of how modern aviation systems operate.”
They insist “the responsibility of managing national airspace must always be guided by public interest, safety, security and international obligations. Furthermore, NAMA remains a critical national aviation infrastructure provider whose responsibilities have direct implications for public safety, national security and Nigeria’s international obligations. Any action, recommendation or policy direction that could compromise the integrity, protection, funding, operational control or security of such a strategic national asset should not be treated as a mere administrative discussion but must be subjected to the highest level of national security scrutiny under relevant laws, regulations and security frameworks. While stakeholders have the right to express opinions and contribute to policy discussions, such contributions must be made with a clear understanding that aviation infrastructure forms part of a nation’s strategic security architecture.”
“ The protection of Nigeria’s sovereign airspace is not only an aviation responsibility; it is a matter of national security. Any deliberate action capable of weakening critical aviation infrastructure or exposing sensitive operational systems to avoidable risks must attract appropriate institutional attention and accountability. Nigeria’s airspace management system is too strategic to be subjected to poorly considered recommendations that may compromise safety, security, sovereignty and the confidence of the flying public. CALL FOR ACCOUNTABILITY, COMPETENCE REVIEW AND RESPONSIBLE UNION REPRESENTATION. The NAMA In-house Unions are particularly concerned that this recommendation did not come from persons outside aviation, but from union representatives operating within the State’s aviation safety regulatory environment where a deeper understanding of aviation principles is expected. Any aviation stakeholder advocating the transfer of sensitive air navigation responsibilities, including aeronautical databases, surveillance information, communication networks and strategic operational infrastructure, to private commercial interests without recognizing the broader consequences raises legitimate questions regarding their appreciation of safety-critical responsibilities. Such a position, if allowed to influence national aviation policy, could weaken the safety foundation Nigeria has built over several years and may expose the industry to unnecessary operational and security risks. Aviation decisions are not ordinary administrative decisions. They involve human lives, national reputation, security obligations and international confidence,” states the unions.
They add that “considering the sensitivity of the aviation industry and the implications of advocating such a major structural change without adequate consideration of national security, sovereignty and safety consequences, we believe this matter should not be treated lightly. We therefore call on the appropriate authorities, relevant aviation stakeholders and union structures to conduct a thorough review of the circumstances that led to such a position being publicly advanced by representatives operating within a safety critical regulatory institution. Pending the outcome of such review, consideration should be given to appropriate administrative actions in line with established procedures, including reviewing the continued representation of individuals whose public positions may demonstrate insufficient appreciation of aviation safety responsibilities and the strategic role of Air Navigation Services. Union leadership within aviation is not only about labour representation; it requires sound knowledge of the industry, safety culture, national security considerations and understanding of the consequences of policy recommendations advanced on behalf of workers. The aviation sector cannot afford representation that promotes recommendations without full appreciation of their possible impact on safety, sovereignty and public confidence.
Leadership in a safety-critical environment carries responsibility, and accountability must accompany that responsibility. THE REAL ISSUE: EQUITABLE FUNDING THROUGH REVIEW OF THE 5% TICKET SALES CHARGE It is important to place the current debate in proper perspective. The sudden advocacy for the privatization of NAMA appears to have surfaced around the period of ongoing discussions on the review of the 5% Ticket Sales Charge (TSC) sharing formula. The proposal seeks to increase NAMA’s allocation from the current 23% to 40%, while reviewing NCAA’s allocation from 57% to 40%. Rather than approaching this important conversation from the standpoint of aviation safety requirements and operational realities, attempts are being made to portray NAMA’s request negatively. This is unfortunate. It is important to clarify that NAMA as an Agency was not even aware of any final decision regarding the proposed adjustment of its allocation to 40%.
The consistent position of the NAMA In-house Unions has always been that, considering the enormous safety-critical responsibilities, capital-intensive infrastructure requirements and strategic national obligations placed on NAMA, the Agency deserves a significantly improved funding structure beyond the current allocation. However, the consideration of increasing NAMA’s allocation to 40%, if implemented, clearly demonstrates that the Federal Government appreciates the strategic importance of Air Navigation Services and recognizes the urgent need to properly fund the systems that guarantee safe, efficient and secure management of Nigeria’s airspace.
Rather than seeing this development as a competition between aviation agencies, all stakeholders should commend the Federal Government for recognizing the reality that sustainable aviation safety cannot be achieved without adequate investment in the operational infrastructure that supports flight operations. The NAMA In-house Unions therefore express sincere appreciation to the Federal Government, the Honourable Minister of Aviation and Aerospace Development, and all stakeholders involved in this initiative aimed at strengthening Nigeria’s aviation safety architecture. This bold step represents a commitment to protecting the flying public, modernizing air navigation infrastructure, improving compliance with international standards and ensuring Nigeria continues to maintain a safe, secure and globally respected airspace.
For us, the issue has never been about taking resources away from any sister agency. It has always been about ensuring that the institution responsible for maintaining the backbone of Nigeria’s air navigation system is adequately empowered to deliver on its safety mandate. NAMA’s position is not about institutional rivalry. It is about the sustainability of Nigeria’s air navigation system. Every aircraft operating within Nigerian-controlled airspace depends on services and infrastructure provided by NAMA. The Agency carries enormous financial responsibility for maintaining and upgrading: Radar and surveillance systems; Communication facilities; Navigational aids, Satellite-based technologies, Aeronautical Information Management systems, Aeronautical charting systems, Flight procedure design capability, Safety-critical software licences, Specialized technical training and ICAO compliance programmes, Flight Calibration and validation services.
These responsibilities require continuous investment, foreign exchange commitments and long-term funding. The proposed increase of NAMA’s allocation to 40% is therefore not an act of competition against any agency. It is an investment in aviation safety and national infrastructure. A regulator requires a capable service provider to regulate. Oversight cannot replace infrastructure. Certification cannot replace operational capability. MISINTERPRETATION OF FOREIGN ANSP MODELS References made to Canada, the United Kingdom and New Zealand require proper clarification. NAV CANADA is not an ordinary privately owned company created for investors. It is a non-share capital, not-for-profit Corporation without shareholders receiving dividends. Revenues are reinvested into improving air navigation services.
The United Kingdom’s NATS operates under a controlled Public-Private Partnership model where government retains strategic interests because of national security considerations. Airways New Zealand remains a State-Owned Enterprise owned by the Government of New Zealand. These examples do not justify exposing sovereign airspace management to uncontrolled private interests. Rather, they prove that advanced aviation nations protect their ANSPs through sustainable funding structures, strong governance and continuous investment. Strong nations do not weaken their Air Navigation Service Providers. They empower them.
NCAA and NAMA are critical partners in aviation safety. NCAA regulates. NAMA provides the operational systems and infrastructure required for safe air navigation. The success of one strengthens the other. The NAMA In-house Unions remain committed to reforms, transparency, accountability and modernization. However, we strongly reject any proposal that could undermine Nigeria’s sovereign control over strategic aviation infrastructure. We call for A fair review of the TSC sharing formula to reflect NAMA’s safety-critical responsibilities, Increase of NAMA’s allocation, Protection of aviation-generated revenue strictly for aviation development, Sustained investment in CNS/ATM modernization, adequate funding of NAMA as Nigeria’s ANSP.
Nigeria’s airspace is a sovereign national asset. The safety of millions of passengers must never be subjected to poorly considered policy experiments. NAMA is not for sale. Nigeria’s airspace is not for sale. Safety is not negotiable. Fund NAMA. Strengthen NAMA. Modernize NAMA. Protect Nigeria’s sovereign airspace.”
