Several State Airports Not Commercially Viable – Ex-Pilot

Only four of Nigeria’s federal government-owned airports are currently commercially viable, while most state-owned airports are struggling to attract sufficient traffic to sustain their operations, a former Nigerian Airways pilot, Capt. Mohammed Gbadamasi, has said.

Gbadamasi identified the commercially viable airports as those in Lagos, Abuja, Port Harcourt and Kano, saying a few others were only beginning to show signs of partial commercial viability.

“Among all the federal government airports, only four are commercially viable, namely Lagos, Abuja, Port Harcourt, and Kano,” he said.

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He added that airports in Calabar, Imo, Uyo and Osubi in Warri had recently become partially commercially viable, but said the situation remained difficult for most of the airports built by state governments.

“Out of almost all 19 states-built airports, only a few are struggling to keep their head above water level,” he said.

According to him, the financial burden has been worsened by the transfer of some state-owned airports to the Federal Government, leaving already-strained government agencies to shoulder their liabilities.

“Many of these airports have now been transferred to the federal government to run, handing over their liabilities to the already struggling government agencies,” Gbadamasi said.

He attributed much of their poor performance to their proximity to larger airports, arguing that it could take years for some of them to become commercially sustainable.

“These airports are not viable because of their close proximity to larger airports. It will take many years for them to be viable airports,” he said.

Gbadamasi, however, said Nigeria’s weak tourism industry was another major factor limiting the usefulness of smaller airports.

“The absence of tourism culture in the country is partly responsible for the non-viability of these airports,” he said.

He cited East Africa, where smaller airports close to major aviation hubs are used to connect tourists to different destinations, supported by smaller aircraft.

“In East Africa, airports within the proximity of larger airports are utilised by smaller aircraft because of the existence of tourism in the aviation travel system. We have not been able to replicate this service in our travel plans,” he said.

To unlock the potential of the airports, Gbadamasi advocated an integrated travel system under which passengers could use a single ticket covering flights, hotels and ground transportation to visit different parts of the country.

“A system that can enable people to visit the different parts of the country with a single flight ticket that covers flight, hotel, and transportation,” he proposed.

He said the development of such a tourism ecosystem would benefit several sectors.

“If tourism flourishes, airports, airlines, hotels, and transporters will benefit from this service arrangement,” he said.

While advocating long-term development of the airports, Gbadamasi said facilities that currently have little commercial traffic could be deployed for other purposes, including emergency and alternative landing operations.

“In the meantime, these money waster airports should be used as emergency and alternative landing facilities if commuter flights connecting short-distance airports are not available,” he said.

He argued that retaining the facilities could prove valuable in the future, despite their current financial challenges.

“The only benefit is in the future. The cost of building these airports in the future will be so high that it might be unaffordable,” he said.

Gbadamasi also identified the potential for future commuter services linking nearby airports, but noted that passenger acceptance of smaller aircraft remained a challenge.

“It is possible in future air commuters, connecting short-distance airports. The problem is that Nigerians are afraid to travel on small turboprop aircraft,” he said.

He further called for a rethink of private-jet parking arrangements, particularly in Abuja, where he said many aircraft belonging to elites from states with airports were parked.

“Most of the private jets parked in Abuja are owned by the elites from the states where these airports are. They should be compelled to park in their state airports to generate revenue for the airports or be made to pay higher parking fees as a deterrent,” he said.

According to him, such a policy could also ease pressure on the Abuja airport apron.

“By so doing, Abuja airport apron will be decogested,” he said.

Beyond passenger operations, Gbadamasi urged the Federal Government to explore alternative commercial uses for underutilised airports, including exhibition centres, shopping facilities, dry ports and cargo terminals.

“The federal government should find uses other flight operations, such as exhibition spaces, shopping centres, and containers dry port,” he said.

“Maybe cargo terminals are possible, too. With this diversity of activities, the airports may be viable.”