Judul : Political Interference in Air Crash Inquiry Sparks Doubts
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Political Interference in Air Crash Inquiry Sparks Doubts
Recently, the Nigerian Safety Investigation Bureau (NSIB) was brought into focus when the Senate Committee on Aviation criticized the agency, pointing out deficiencies in its report regarding the Air Peace runway overrun incident on July 13, 2025, at Port Harcourt International Airport.
Although the airline was cleared of any fault, the Senate also criticized the agency for being inconsistent in its report, stating that this undermines the industry's credibility.
Daily Trust states that the criticism stemmed from the latest initial report on the July 13 incident, which was published by the NSIB, the aviation authority tasked with examining accidents and incidents within the aviation sector.
Similar to the apex regulatory body, the Nigeria Civil Aviation Authority (NCAA), which operates as an independent and self-governing entity, the NSIB also maintains its independence as an accident investigation agency. In accordance with Part 1 (4) and (5) of the NSIB Establishment Act 2022, the agency initially issues a preliminary report on an incident, followed by a comprehensive final report.
Background
The main issue was the initial report published regarding the July 13 Air Peace incident in Port Harcourt. According to the accident investigators, the crew tested positive for certain substances following the aircraft's involvement in a runway incursion.
The NSIB stated, "The aircraft, which was conducting a scheduled domestic flight from Lagos to Port Harcourt with 103 people aboard, landed too far down Runway 21 following an unstable final approach. The plane touched down 2,264 meters from the runway's beginning and eventually stopped 209 meters into the clearway."
All travelers and staff exited the aircraft without any harm, and there were no injuries noted.
As per the report, the domestic flight, which departed from Lagos, had an unstable final approach prior to landing past the threshold of Runway 21.
The NSIB indicated that the plane landed 2,264 meters from the start of the runway, significantly outside the suggested landing area, and finally stopped 209 meters into the clear zone.
Although everyone aboard exited without harm, the event triggered immediate safety worries.
Preliminary reports reveal that toxicology tests on the flight crew came back positive. The tests showed the presence of alcohol in the crew member's system, while another crew member tested positive for tetrahydrocannabinol (THC), the main component in cannabis commonly known as 'India hemp.'
The NSIB mentioned that these toxicology findings are being evaluated as part of human performance and safety management, which are essential elements in aviation incident inquiries.
However, Air Peace criticized the report, even though he mentioned that the report was not officially shared more than a month after the incident and following the crew's alcohol testing, which occurred in under an hour after the event.
It stated, "As a responsible airline, we give the highest importance to safety, openness, and adherence to regulations, and it is crucial to clarify the facts."
Air Peace carries out regular alcohol and drug screenings for our staff. We maintain a stringent alcohol policy that is more rigorous than the 8-hour restriction outlined in the regulations. Drug use is absolutely not allowed.
Subsequently, the Senate Committee held an inquiry hearing and in its report stated that the claims of negligence and drug use by Air Peace pilots were 'unfounded and inadequately supported'.
"This type of contradiction may undermine the trustworthiness of our aviation safety framework. The report needed to be thoroughly checked prior to its release," the committee stated.
Nevertheless, the committee's involvement is causing concerns regarding what analysts have referred to as 'political interference' in essential safety-related matters. Although the Senate's responsibility in monitoring the executive branch of the government is not disputed, its jurisdiction is limited to policy issues and does not extend to more severe matters such as accident investigations.
Daily Trust states that the NSIB, previously known as the Accident Investigation Bureau (AIB), which was once responsible for examining accidents and incidents in air travel, now oversees all forms of transportation.
From air incidents leading to crash landings, flat tires, and real accidents within the air transport industry, the AIB was responsible for delivering precise reports that outline the root causes, contributing elements, and suitable suggestions.
Throughout the years, the different reports on accidents and events published by the bureau have contributed to enhancing the safety of the aviation sector.
Its responsibility is to determine the reasons behind an accident or event and identify the necessary actions to prevent its recurrence.
During the course of its inquiry, the aircraft and component manufacturers, the regulatory body—specifically the Nigeria Civil Aviation Authority (NCAA) in Nigeria's context, the airline concerned, and the service provider—the Federal Airport Authority of Nigeria (FAAN) or the Nigerian Airspace Management Agency (NAMA), depending on the situation, are typically part of the investigation.
The Senate or any other government body is never considered part of the stakeholders involved in accident investigations, except for those specifically listed.
That's why certain aviation experts claimed that it views the Senate's involvement as not just unusual but a direct challenge to the investigative body's autonomy.
Appendix 13 of the International Civil Aviation Organization (ICAO) that offers a guide for investigating accidents and incidents ensures the autonomy of the NSIB.
Some of the provisions under independence state: 'As outlined in Doc 9756, Part I - Organization and Planning, an accident investigation authority (agency, commission, board, or other entity) must be completely neutral and entirely unbiased, and it must also be seen as such. It should also have the capability to carry out investigations independently, without being affected by political or other influences.'
...The only goal of investigating an accident or incident should be to prevent future accidents and incidents. This process is not intended to assign fault or responsibility.
b) As stated in Annex 13, Chapter 5, 5.4: 'The entity responsible for investigating the incident must maintain autonomy in carrying out the investigation and possess full authority over its execution ….'
c) As stated in ICAO Annex 13, Chapter 5, Section 5.4.1: 'Any inquiry carried out under the terms of this Annex must remain independent of any legal or administrative processes aimed at assigning fault or responsibility.'
This is the place where the NSIB's independence is secured, and only the NSIB's report is acknowledged by the ICAO, airplane manufacturers, and other component makers in an aircraft.
A person familiar with the operations of the NSIB investigation states that the preliminary report contains early findings and is not the final report, which typically requires several years to complete.
The initial Report outlines the early facts, conversations, and conclusions related to an incident; it contains data obtained from the ATC (Air Traffic Control) recording, accounts from witnesses, evidence collection, and a first examination of the aircraft. This serves as the foundation for the final report.
Experts claim that holding an investigative session on a purely technical issue is an excessive action by the Senate.
"It's completely inappropriate. It's not suitable for the Senate to get involved in a professional and safety matter such as this," said a retired captain who commented on the issue while maintaining strict anonymity.
"The senate entered a domain where it lacks both authority and the slightest bit of expertise. The senate must be properly educated to avoid involvement, otherwise it will become a subject of ridicule," said aviation expert Mr. Chris Aligbe.
The former head of the Murtala Muhammad International Airport, Group Capt. John Ojikutu, rtd, cautioned that legislative involvement could threaten the agency's reputation.
He stated, "There is no justification for holding a public hearing regarding a runway incursion. This matter mainly falls under the responsibility of the regulatory oversight and enforcement authority."
What the committee requires for incidents is aviation safety experts to examine NSIB conclusions, rather than public hearings.
From his side, Olumide Ohunayo, the General Secretary of the Aviation Roundtable and Safety Initiative, stated that although the Senate is only utilizing its authority for oversight, its report holds no binding effect on any international aviation stakeholder, particularly ICAO. He mentioned that the Senate should not be completely criticized for holding the public hearing.
Those entities (ICAO and others) will prefer to address the reports from the NSIB, which is assigned the responsibility, rather than the senate report, unless additional disclosures emerge that indicate a compromise by the NSIB.
"Anything that enhances safety should not be excessive. What we aim for is a safe and efficient industry, and I believe that is what they have requested. It's not that the NSIB report is unreliable, but rather that they are encouraging everyone to review the report and provide feedback," he said.
Provided by SyndiGate Media Inc.Syndigate.info).Demikianlah Artikel Political Interference in Air Crash Inquiry Sparks Doubts
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