Ministry of Aviation: to collapse or not to collapse?

Over the past two weeks, various sources in the media have published a probable list of ministries deemed too small to stand alone, which are likely to be collapsed or merged with others. One suggestion which has generated heated discussion in the aviation sector – among airline representatives, airport managers, travel consultants, local and foreign investors, as well as international aviation-related bodies – is the suggestion that the Ministry of Aviation should be sent back to the shadows of the Ministry of Transport.

The apprehension is well founded, given how little attention aviation received and how little it achieved during the years when it was an add-on to the Ministry of Transport. When one juxtaposes the achievements of the sector since it was re-established in 2017 with the feeble effort to grow aviation between 2012 and 2016, the justification in re-establishing the ministry becomes more pronounced.

Indeed, in 2017, the first action of the newly re-established ministry was a conscious move to build a good working relationship with airlines and all stakeholders in the aviation value chain. An annual breakfast meeting was established, organised under the auspices of the Ministry of Aviation by AviationGhana. This ensured that all sector operators had a regular platform to table their concerns freely.

The meetings were instrumental in the eventual abolition of the 17.5% value added tax on domestic air fares.

Stronger legal backing

The renewed enthusiasm that followed the re-emergence of the ministry energised the sector and led to impressive growth of passenger numbers. Domestic passenger throughput increased from 483,261 in 2017 to 690,314 at the end of 2019. International passenger throughput also experienced improved demand and rose from 1.8 million in 2017 to over 2.1 million at the end of 2019.

Strengthening the legislation governing the industry, Parliament passed the Ghana Civil Aviation (Amendment) Act 2019 (Act 985), together with a legislative instrument – the Aircraft Accident and Serious Incident Regulations 2019 (LI 2375) – to ensure enhanced compliance with the Standards and Recommended Practices (SARPS) of the International Civil Aviation Organisation (ICAO).

One of the most important reforms undertaken by the Aviation Ministry under the leadership of Kofi Adda, the immediate past minister, is the establishment of the Accident Investigation Bureau (AIB). The bureau will be responsible for investigating all aviation-related incidents and accidents in the country.

The setting up of this specialised agency will end the current situation where the industry regulator, the Ghana Civil Aviation Authority (GCAA), is heavily involved in investigating incidents and accidents involving operators that it regulates. For instance, the regulator played a crucial role in investigating the Allied Air accident of 2012, the Antrak Air incident in 2013 and the Starbow Airlines incident in 2017.

Aside from curbing the conflict of interest in the current investigative process, establishing an independent accident investigation body was one of the main recommendations of the ICAO after a recent assessment. It is in line with best practice for regulators not to investigate such incidents themselves.

The bureau is also responsible for investigating aircraft incidents and accidents in the Accra Flight Information Region, the oceanic region which comprises the airspace over Benin, Ghana and Togo as well as a large area over the Atlantic in the Gulf of Guinea.

Air Navigation Services Agency (ANSA)

In November 2020 Parliament passed the Air Navigation Services Agency Bill, creating an autonomous and independent entity out of the current Ghana Civil Aviation Authority.

The separation of the air navigation and regulatory functions of the GCAA, which has been in the works for years, is in line with international best practice and recommendations by the ICAO to ensure that the GCAA does not act as an operator and a regulator at the same time.

Despite recommendations by global aviation agencies – including the ICAO, the Universal Safety Oversight Audit Programme (USOAP) and Civil Air Navigation Services Organisation (CANSO) – that Ghana separate the ANS function from the regulatory role of its civil aviation authority, and the benefits of doing so, the idea of an ANS agency has been on the drawing board since 2006.

A modern complex for each agency

Under the direction of the former aviation minister, an ultra-modern office complex to house the Aircraft Accident and Incident Prevention and Investigation Bureau has been built. A similar office complex is under construction to house the GCAA within the Kotoka International Airport enclave.

Construction of other on-the-ground infrastructure to speed the growth of the sector is ongoing. The projects include new terminal buildings in Kumasi, Sunyani and Tamale, the completion of Wa Airport, and the carrying out of feasibility studies on proposed airports in Mole, Navrongo and Yendi.

Indeed, a study has been completed and a funding source identified for an airport to serve the Central Region, a major tourism hub.

It is estimated that it will cost roughly US$60 million to build the airport and ancillary facilities, to be sited on a 600-acre piece of land in Ankaful.

Home-based carrier

Since the collapse of Ghana Airways and its successor, Ghana International Airlines, it has been Ghana’s desire to see the national colours back in the air. Successive governments have tried to realise this wish, without success.

Under the direction of the Akufo-Addo-led government, however, the Ministry of Aviation successfully signed a memorandum of understanding with Egyptair to establish a new flag carrier.

The choice of the Cairo-based airline as the preferred strategic partner followed a series of engagements between Egyptair’s senior management team and a committee of experts appointed by the Ministry of Aviation.

More to be done

Despite the success registered in growing the sector, much more needs to be done to make Ghana’s aviation sector the best on the continent.

First, there is a need to consolidate the GCAA amendments. Then we must undertake reforms of the aviation fiscal regime and streamline the airport passenger service charge. Other pressing priorities are the construction of a new air traffic control tower and development of the national aviation masterplan.

Aviation is now a strong standalone sector, contributing US$2.5 billion to Ghana’s gross domestic product in 2018. The progress made under the Akufo-Addo government is unparalleled and demands sustained momentum to achieve the heights reached by leading aviation hubs in Europe and the Middle East. With the verve of the Ministry of Aviation, Ghana is turning itself into the aviation capital of the West African sub-region – hence the need for a dedicated ministry to lead the drive.

Dominick Andoh

The opinions expressed in this article are those of the author. The article is an edited version of a feature first published on AviationGhana.

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